Tag layout for industrial vehicle operation

ABSTRACT

According to one embodiment of the present disclosure, an industrial facility is provided comprising a tag layout and at least one ingress/egress zone. The tag layout comprises at least one double row of tags. The ingress/egress zone is located outside of an area of the vehicle travel plane occupied by the aisle path and is bounded in its entirety by the double row of tags, by two or more double rows of tags, by a combination of one or more double rows of tags and one more selected facility boundaries, or by combinations thereof. The double row of tags is arranged in an n × m matrix that is configured for successive detection of the inner and outer rows of tags that is dependent on the point-of-origin of a sensor transit path across the double row of tags. Additional embodiments are disclosed and claimed.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. Pat. Application Serial No.16/817,868 (CRO 0058 NA) filed Mar. 13, 2020 which is a continuation ofU.S. Pat. Application Serial No. 15/148,605 (CRO 0058 PA) filed May 6,2016, which claims the benefit of U.S. Provisional Application SerialNos. 62/157,863 (CRO 0057 MA), filed May 6, 2015, and 62/157,860 (CRO0056 MA), filed May 6, 2015.

BACKGROUND

The present disclosure relates to industrial vehicles and, morespecifically, to industrial vehicle control, monitoring, or navigationutilizing radio frequency identification tags, or other similar tagreading technology.

BRIEF SUMMARY

According to one embodiment of the present disclosure, an industrialfacility is provided comprising a vehicle travel plane, at least oneaisle path, a plurality of storage elements, a tag layout, and at leastone ingress/egress zone. The aisle path, tag layout, and ingress/egresszone are located on the vehicle travel plane. The storage elements arearranged along, and on opposite sides of, the aisle path. The tag layoutcomprises at least one double row of tags comprising an inner row oftags and an outer row of tags. The ingress/egress zone is locatedoutside of an area of the vehicle travel plane occupied by the aislepath and is bounded in its entirety by the double row of tags, by two ormore double rows of tags, by a combination of one or more double rows oftags and one or more selected facility boundaries, or by combinationsthereof. The double row of tags is arranged in an n × m matrix of n tagrows and m tag columns, the matrix configured for successive detectionof the inner and outer rows of tags that is dependent on thepoint-of-origin of a sensor transit path across the double row of tags.Individual tags of the outer row of tags are closer to points of entryinto said ingress/egress zone than are individual tags of the inner rowof tags. Individual tags of the inner row of tags are closer to pointsof exit from the ingress/egress zone than are individual tags of theouter row of tags.

According to another embodiment of the present disclosure, theingress/egress zone may be located at least partially, or entirely,within an area of the vehicle travel plane occupied by an aisle path.

According to yet another embodiment of the present disclosure, anindustrial facility is provided where the tag layout comprises at leastone succession of individual tags spaced uniformly to define a tagspacing s′ and the succession of individual tags is interrupted by atleast one tag pair comprising a primary tag and a secondary tag. Theprimary tag and the secondary tag of each tag pair define a tag spacings ’’ and the tag spacing s′ is greater than the tag spacing s″.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

The following detailed description of specific embodiments of thepresent disclosure can be best understood when read in conjunction withthe following drawings, where like structure is indicated with likereference numerals and in which:

FIG. 1A illustrates an industrial vehicle according to one embodiment ofthe present disclosure;

FIG. 1B is a schematic plan view of an industrial vehicle according toone embodiment of the present disclosure;

FIG. 2 is a plan view of a tag layout according to one embodiment of thepresent disclosure;

FIG. 3 is a plan view of a tag layout according to another embodiment ofthe present disclosure;

FIG. 4 is a plan view of a tag layout according to another embodiment ofthe present disclosure;

FIG. 5 is a plan view of a tag layout with aisle function zonesaccording to one embodiment of the present disclosure;

FIG. 6 is a schematic illustration of a reader module according to oneembodiment of the present disclosure;

FIG. 7 is a block diagram of a system comprising a remote computer andan industrial vehicle according to one embodiment of the presentdisclosure;

FIG. 8 is a plan view of an aisle path according to another embodimentof the present disclosure; and

FIG. 9 is a plan view of a tag layout according to another embodiment ofthe present disclosure.

FIG. 10 is a plan view of a tag layout according to another embodimentof the present disclosure;

FIG. 11 is a flowchart to identify a malfunctioning tag according toanother embodiment of the present disclosure;

FIG. 12 is a plan view of a tag layout with tag pairs according toanother embodiment of the present disclosure; and

FIG. 13 is a diagnostic flowchart according to another embodiment of thepresent disclosure.

DETAILED DESCRIPTION

FIG. 1A illustrates an industrial vehicle 10 in the form of a lift truckcomprising conventional industrial vehicle hardware, e.g., a steeringmechanism 15, storage and retrieval hardware 20, and a vehicle drivemechanism 25, the details of which are beyond the scope of the presentdisclosure and may be gleaned from conventional and yet-to-be developedteachings in the industrial vehicle literature - examples of whichinclude U.S. Pat. Nos. 6,135,694, RE37215, 7,017,689, 7,681,963,8,131,422, and 8,718,860, each of which is assigned to Crown EquipmentCorporation.

Referring further to FIG. 1B, which is a schematic plan view of anindustrial vehicle 10 in the form of a lift truck. The industrialvehicle 10 further comprises a tag reader 30, a reader module 35, a userinterface, and a vehicle controller 40. For example, and not by way oflimitation, it is contemplated that the tag reader 30 will be responsiveto radio frequency identification tags positioned in the vicinity of theindustrial vehicle 10. It is contemplated that the radio frequencyidentification tag may be either an active radio frequencyidentification tag or a passive radio frequency identification tag. Theparticular configuration of the reader module 35, the tag reader 30, andthe associated tags to which they are responsive are beyond the scope ofthe present disclosure and may be gleaned from conventional or yet-to-bedeveloped teachings on the subject - examples of which include U.S. Pat.Nos. 8,193,903 B2, assigned to Crown Equipment Corporation, and entitled“Associating a transmitter and a receiver in a supplemental remotecontrol system for materials handling vehicles” and 6,049,745, assignedto FMC Corporation, and entitled “Navigation System for Automatic GuidedVehicle.”

Referring to FIG. 2 , a tag layout 50 can be constructed to compriseindividual tags that are positioned such that an industrial vehicle 10will operate under a defined set of vehicle functionality (e.g., vehiclefunction data) and/or tag-dependent position data that will endure untilthe industrial vehicle 10 identifies another individual tag of the taglayout 50 with a new correlation of vehicle functionality. In operation,the tag reader 30 and the reader module 35 of the industrial vehicle 10cooperate to identify individual tags of a tag layout 50. Typically, thetag layout 50 will be positioned in a building 150 or other type ofindustrial facility. For example, and not by way of limitation, thebuilding 150 may be a warehouse, a stock yard, or the like. Theindividual tags comprise a plurality of zone identification tags 55 anda plurality of zone tags 60. Each zone identification tag 55 occupies aposition in the tag layout 50 that corresponds to a unique set of zonetags 65. Each unique set of zone tags 65 comprises a plurality of zonetags 60. The reader module 35 will discriminate between a plurality ofzone identification tags 55 and a plurality of zone tags 60 identifiedin the tag layout 50. In operation, an industrial vehicle 10 may betraveling towards a zone identification tag 55. The reader module 35will correlate an identified zone identification tag 55 with a uniqueset of zone tags 65. The reader module 35 will also correlate vehiclefunctionality with an identified zone tag 60 within the unique set ofzone tags 65, tag-dependent positional data derived from the identifiedzone tag 60, or both. In one embodiment, each unique set of zone tags 65comprises a plurality of zone tags 60 spaced along an aisle path 70defined by one or more storage elements 72 (FIG. 3 ). In one embodiment,each unique set of zone tags 65 comprises a plurality of zone tags 60,one or more function tags 100, one or more aisle extension tags 110(FIG. 3 ), one or more aisle entry tags 75 (FIG. 3 ), or combinationsthereof. The function tags 100, aisle extension tags 110, aisle entrytags 75 are explained in greater detail hereinafter.

The vehicle controller 40 controls operational functions of theindustrial vehicle hardware in response to (i) the correlation ofvehicle functionality with an identified zone tag 60, tag-dependentpositional data, or both, (ii) user input at the user interface of theindustrial vehicle 10, or (iii) both. For example, where the industrialvehicle hardware comprises storage and retrieval hardware 20 and avehicle drive mechanism 25, as shown in FIG. 1A, the vehiclefunctionality or the tag-dependent positional data correlated with theidentified zone tag 60 may comprise a lift height of the storage andretrieval hardware 20, a traveling speed of the vehicle drive mechanism25, or a combination thereof. Where the vehicle functionality pertainsto the lift height of the storage and retrieval hardware 20, it may bepresented in the form of a maximum lift height, a minimum lift height, arange of lift heights, etc. Similarly, where the vehicle functionalitypertains to the traveling speed of the vehicle drive mechanism 25, itmay be presented as a maximum speed, a minimum speed, a range oftraveling speeds, etc.

Vehicle functionality may be combined to allow for efficient operationof the industrial vehicle 10. For example, but not limited to, vehiclefunctionality may include traveling speed restrictions dependent on thelift height of the storage and retrieval hardware 20, traveling speedrestrictions dependent on the tag-dependent positional data, lift heightrestrictions dependent on the traveling speed of the vehicle drivemechanism 25, or lift height restrictions dependent on tag-dependentposition data. It should be understood, that vehicle functionalitydiscussed herein may be correlated with any individual tag of the taglayout 50 and are not limited to zone tags 60.

Those practicing the concepts of the present disclosure and familiarwith industrial vehicle design and control will appreciate that the liftheight of the storage and retrieval hardware 20 or the traveling speedof the vehicle drive mechanism 25 may be controlled in a variety ofconventional or yet-to-be developed ways, the particulars of which arebeyond the scope of the present disclosure - examples of which includeU.S. Pat. Nos. 6,135,694, RE37215, 7,017,689, 7,681,963, 8,131,422,8,718,860, each of which is assigned to Crown Equipment Corporation.

Referring to FIG. 3 , which is an isolated view of a tag layout 50 in asingle aisle path 70, the individual tags of the tag layout 50 maycomprise a plurality of aisle entry tags 75 that are positioned along anaisle path 70 between vehicle entry or vehicle exit portions 80 of theaisle path 70. The reader module 35 will discriminate between the aisleentry tags 75 and the individual tags of the tag layout 50 along theaisle path 70 and correlate end-of-aisle vehicle functionality with anidentified aisle entry tag 75. The vehicle controller 40 will controloperational functions of the industrial vehicle hardware in response tothe correlation of end-of-aisle vehicle functionality with an identifiedaisle entry tag 75. In this manner, a tag layout 50 can be constructedto comprise aisle entry tags 75 that are positioned within an aisle path70 such that particular end-of-aisle vehicle functionality can beimplemented as an industrial vehicle 10, traveling within an aisle path70, approaches the vehicle entry or vehicle exit portion 80 of the aislepath 70. For example, and not by way of limitation, it might bepreferable to ensure that an industrial vehicle 10 limits its travelingspeed of the vehicle drive mechanism 25 and/or the height of the storageand retrieval hardware 20 as it approaches the vehicle entry or vehicleexit portion 80 of an aisle path 70. The traveling speed and/or heightof the storage and retrieval hardware 20 may be varied as a function oftag-dependent positional data and an exit portion distance to therespective vehicle entry or vehicle exit portion 80. The exit portiondistance is a quantity of length measured between a current position ofthe industrial vehicle and the end point 85 of respective aisle paths70.

In one embodiment, the aisle entry tag 75 is identified and reported toan End-of-Aisle Control (EAC) system on the industrial vehicle 10. TheEAC system may be a pre-existing system which provides end-of-aislevehicle functionality based on other structures or devices in thebuilding 150 (FIG. 2 ) such as a magnet or the like. It is contemplatedthat the aisle entry tag 75 is used as a replacement in the EAC systemfor the structure or device in the building 150.

It is contemplated that vehicle functionality may be dictated by atravel direction of the industrial vehicle. In one embodiment, vehiclefunctionality comprises vehicle functionality corresponding to a firstcorrelation with an identified tag in the tag layout 50 based on a firsttravel direction and vehicle functionality corresponding to a secondcorrelation with the same identified tag based on a second traveldirection. The first travel direction is opposite the second traveldirection. For example, and not by way of limitation, as the industrialvehicle enters an aisle path 70 (i.e., first travel direction) andidentifies an aisle entry tag 75, the vehicle controller may implement atraveling speed of the vehicle drive mechanism 25 and/or the height ofthe storage and retrieval hardware 20 (i.e., first set of vehiclefunctionality). The vehicle controller may implement a differenttraveling speed of the vehicle drive mechanism 25 and/or the height ofthe storage and retrieval hardware 20 (i.e., second set of vehiclefunctionality) if the industrial vehicle reverses direction (i.e.,second travel direction). It is contemplated that the industrial vehicledoes not need to identify another tag of the tag layout 50 to implementthe second set of vehicle functionality but simply reverse its traveldirection. In other words, it is contemplated that the first set ofvehicle functionality and the second set of vehicle functionality iscorrelated with one identified tag in the tag layout 50.

Alternatively, the reader module 35 may correlate an identified zone tag60 with end-of-aisle vehicle functionality. In which case, the vehiclecontroller 40 would control operational functions of the industrialvehicle hardware in response to the correlation of end-of-aisle vehiclefunctionality with an identified zone tag 60. In this embodiment, a zonetag 60 may correspond to both vehicle functionality and end-of-aislevehicle functionality negating the need for a separate and distinctaisle entry tag 75 in the aisle path 70. For example, and not by way oflimitation, respective zone tags 60 of the unique set of zone tags 65that are the furthest from the midpoint 120 of the aisle path 70 maycomprise both vehicle functionality and end-of-aisle vehiclefunctionality.

As is illustrated in FIG. 4 , the individual tags of the tag layout 50may comprise a plurality of function tags 100. For example, and not byway of limitation, function tags 100 may be positioned to bound apassageway 155 of the building 150. It should be understood thatalthough FIG. 4 illustrates the plurality of function tags 100positioned beyond the end points 85 of the aisle paths 70, the pluralityof function tags 100 may be positioned anywhere in the tag layout 50,including positions between the end points 85 of an aisle path 70.

The reader module 35 will discriminate between function tags 100identified in the tag layout 50. The reader module 35 will correlatevehicle functionality with an identified function tag 100. The vehiclecontroller 40 will control operational functions of the industrialvehicle hardware in response to the correlation of vehicle functionalitywith the identified function tag 100.

It is contemplated that in some instances, the reader module 35 willcorrelate at least partial negation of currently implemented vehiclefunctionality with an identified function tag 100. The vehiclecontroller 40 will control operational functions of the industrialvehicle hardware in response to the correlation of vehicle functionalitywith the identified function reset tag 100 function tag 100. Forexample, and not by way of limitation, when a function tag 100 isidentified, some or all of the vehicle functionality placed on theindustrial vehicle 10 in response to a previously identified tag of thetag layout 50 may be negated. In other words, the tags of the tag layout50 may be staged such that, depending on vehicle travel direction, a setof vehicle functionality may be implemented for a particular area of thewarehouse 150 and removed once the industrial vehicle departs from theparticular area. An example of this functionality is provided below inregards to aisle function zones.

As illustrated in FIG. 3 , respective aisle paths 70 may compriserespective aisle expansion areas 83 that are positioned beyond therespective end points 85. The individual tags of the tag layout 50 mayalso comprise a plurality of aisle extension tags 110. The plurality ofaisle extension tags 110 may be positioned anywhere in the tag layout50. In one embodiment, the plurality of aisle extension tags 110 may bepositioned along the respective aisle path 70 in the aisle expansionarea 83. The reader module 35 correlates vehicle functionality with anidentified aisle extension tag 110, tag-dependent positional dataderived from the identified aisle extension tag, or both. The vehiclecontroller 40 controls operational functions of the industrial vehiclehardware in response to the correlation of vehicle functionality with anidentified aisle extension tag 110, with tag-dependent positional data,or both. For example, and not by way of limitation, vehiclefunctionality may be implemented in an aisle path 70 before a zoneidentification tag 55 is identified if an aisle extension tag 110precedes the zone identification tag 55 along the aisle path 70.Furthermore, tag-dependent positional data may be derived along an aislepath 70 before a zone tag 60 is identified if an aisle extension tag 110precedes the unique set of zone tags 65 along the aisle path 70. Inanother non-limiting example, the aisle extension tag 110 may comprisevehicle functionality like those of the plurality of function tags 100(FIG. 4 ) such that vehicle functionality is either imposed or at leastpartially negated.

Referring back to FIG. 2 , in one embodiment, the tag layout 50 maycomprise one or more end-cap pairs 115 positioned at the end points 85of the respective aisle paths 70. It is contemplated that the end points85 may be positioned anywhere within the vehicle entry or vehicle exitportion 80 of the aisle path 70 but in many instances will occupy thesame position in each aisle path 70. Respective end-cap pairs 115 maycomprise an outer end-cap tag and an inner end-cap tag and each outerend-cap tag of an end-cap pair 115 is positioned farther from an aislepath midpoint 120 than a corresponding inner end-cap tag of the end-cappair 115. The inner end-cap tag may be either a zone identification tag55 or a zone tag 60. If, for example, a zone tag 60 is the inner end-captag, than that zone tag 60 is the outermost zone tag 60 of the pluralityof zone tags in the aisle path 70. In other words, the outermost zonetag 60 is a zone tag 60 which is positioned farther from the aisle pathmidpoint 120 than corresponding zone tags from the plurality of zonetags 60. In one embodiment, the outer end-cap tag is an individual tagfrom the plurality of function tags 100 (FIG. 4 ).

The reader module 35 discriminates between the outer end-cap tag and theinner end-cap tag of the end-cap pair 115 and correlates an identifiedouter end-cap tag with exit-specific vehicle functionality andcorrelates an identified inner end-cap tag with entry-specific vehiclefunctionality. The vehicle controller 40 controls operational functionsof the industrial vehicle hardware in response to entry-specific vehiclefunctionality as the industrial vehicle 10 enters an aisle path 70 andcontrols operational functions of the industrial vehicle hardware inresponse to exit-specific vehicle functionality as the industrialvehicle exits an aisle path 70. In one embodiment, the tag layout 50 maycomprise one or more end-cap rows 117 which comprise a plurality ofend-cap pairs 115. The one or more end-cap rows 117 are spaced acrossrespective end points 85 of an aisle path 70 such that an industrialvehicle entering or exiting the aisle path 70 will identify theindividual tags of the end-cap row 117 regardless of where theindustrial vehicle 10 crosses the end-cap row 117 within the vehicleentry or vehicle exit portion 80 of the aisle path 70. One non-limitingexample of one or more end-cap rows 117 is shown in FIG. 4 in the largeraisles paths on the right of the figure.

FIG. 5 illustrates an aisle function zone 300. It is contemplated thatthe aisle path 70 may comprise one or more aisle function zones 300. Afunction tag 100 is positioned along the aisle path 70 on an oppositeside of respective aisle function zones 300 from a second function tag100′. In one embodiment, the function tag 100 and the function tag 100′are about equidistant from a midpoint 303 of the aisle function zone 300along the aisle path 70. Regardless of travel direction of theindustrial vehicle 10 along the aisle path 70, the vehicle functionalityassociated with the function tag 100 is correlated along the aisle path70 before the function tag 100. In other words, vehicle functionalitycorrelated to the function tag 100 and the function tag 100′ may beswitched depending on the industrial vehicle’s travel direction alongthe aisle path 70 such that the vehicle controller controls theindustrial vehicle hardware per the correlated vehicle functionality ofthe function tag 100 in the aisle function zone 300 and the does notcontrol the industrial vehicle hardware per the correlated vehiclefunctionality of the function tag 100 outside of the aisle function zone300.

It is contemplated that the aisle path 70 may comprise more than oneaisle function zone. In one embodiment, a second aisle function zone 315may be nested (i.e. positioned) within a first aisle function zone 300.A first function tag 100 and a second function tag 100′ bound the firstaisle function zone 300 and a third function tag 100″ and a fourthfunction tag 100‴ bound the second aisle function zone 315. The firstfunction tag 100 corresponding to the first aisle function zone 300 maybe farther from a midpoint 303 of the second aisle function zone 315than the third function tag 100″ corresponding to the second aislefunction zone 315 such that the vehicle functionality associated withthe first function tag 100 is correlated by the reader module before thethird function tag 100″. The second function tag 100′ corresponding tothe first aisle function zone 300 may be farther from the midpoint 303of the second aisle function zone 315 than the fourth function tag 100‴corresponding to the second aisle function zone 315 such that thevehicle functionality associated with the fourth function tag 100‴ iscorrelated by the reader module before the second function tag 100′.

It is contemplated that the nested aisle function zones may enableefficient operation of an industrial vehicle 10 along an aisle path 70by staging vehicle functionality as needed. For example, and not by wayof limitation, the vehicle functionality correlated with the firstfunction tag 100 is a traveling speed of the vehicle drive mechanism 25(FIG. 1A) dependent on the lift height of the storage and retrievalhardware 20 (FIG. 1A) and the vehicle functionality correlated with thethird function tag 100″ is lift height setting. In another non-limitedexample, the vehicle functionality correlated with the first functiontag 100 is lift height setting dependent on the traveling speed of thevehicle drive mechanism 25 and the vehicle functionality correlated withthe third function tag 100″ is traveling speed setting. In oneembodiment, the second function tag 100′ negates the vehiclefunctionality placed on the industrial vehicle 10 by the first functiontag 100 and the fourth function tag 100‴ negates the vehiclefunctionality placed on the industrial vehicle 10 by the second functiontag 100′.

In one embodiment, an aisle path 70 comprises a second aisle functionzone 315 overlapping a first aisle function zone 300 such that a firstfunction tag 100 is identified along the aisle path 70 before the thirdfunction tag 100″ and the second function tag 100′ is identified alongthe aisle path 70 before the fourth function tag 100‴ or vice versa. Inone embodiment, an aisle path 70 comprises a second aisle function zone315 adjoining, i.e., end to end or butt against each other, a firstaisle function zone 300 such that the first function tag 100 and thesecond function tag 100′ are identified along the aisle path 70 justbefore the third function tag 100″ and the fourth function tag 100‴ orvice versa. As stated before, vehicle travel direction is independent ofthe order in which the function tags in the aisle function zoneembodiments are correlated.

Referring now to FIG. 6 , the reader module 35 comprises a reader memory205 coupled to a reader processor 208. As described hereinabove, inreference to FIG. 1B, the tag reader 30 and the reader module 35 of theindustrial vehicle 10 cooperate to identify individual tags of a taglayout 50. It is contemplated that the reader module 35 and the vehiclecontroller 40 may be separate components or integrated into a singleunit and that the appended claims, which recite a reader module 35 and avehicle controller 40 are not limited to either an integrated unit orseparate components. It is also contemplated that all of the features ofthe reader module 35 may be integrated into the tag reader 30.

Each individual tag of the tag layout 50 (FIGS. 2 -5 ) may correspond toa unique identification code. Each unique identification codecorresponds to a memory location 200 in the reader memory 205 of thereader module 35. The memory location 200 comprises at least one ofindexing data, operational data, and tag position data. The tag reader30 and the reader module 35 cooperate to determine vehicle functionalityby identifying an individual tag of the tag layout 50 and associatingthe identified tag with a memory location 200 to retrieve at least oneof indexing data, operational data, and tag position data. It iscontemplated that the function of an individual tag in the tag layout 50may be changed by changing the indexing data and/or the operational datacorresponding to that individual tag. For example, and not limited to,if an aisle path 70 is changed, a zone tag 60 may be changed to an aisleentry tag 75 by changing the memory location 200 corresponding to thatzone tag 60. It should be understood that the tag layout 50 may notchange physically, but may be changed operationally by making changes tothe reader memory 205. For example, and not way of limitation, thechanges to the memory location 200 may include changing the physicalmemory location 200 such that the identified tag of the tag layout 50 iscorrelated with a new memory location 200 or the at least one ofindexing data, operational data, and tag position data is changed in thecurrent memory location 200.

The operational data may comprise any data related to the operations ofthe industrial vehicle 10 which may include, but not limited to, atleast one of: steering data, tag position data, tag heading data,forward speed data, reverse speed data, override forward speed data,override reverse speed data, height data, overhead height data, overrideheight data, reset data, forward speed based on height data, reversespeed based on height data, height based on forward speed data, heightbased on reverse speed data, automatic hoist operation (refer toAutomatic Positioning System discussed below) operator messages, aisleidentification, audible alerts, and the like. Operator messages mayinclude aisle identification, distance data along the aisle path 70derived from tag-dependent positional data, warning messages,intersection information, override instructions, and the like. Audiblealerts may include using the vehicle controller to sound the horn,activate a buzzer or beeper, activate warning lights, activatedirectional indicators, and the like. Vehicle functionality may bederived from the operational data. For example, and not limited to,operational data corresponding to an identified individual tag of thetag layout 50 may be forward speed data and reverse speed data. Thereader module 35 may correlate operational data as vehicle functionalitywith the identified individual tag. Depending on a position anddirection of travel of the industrial vehicle 10 along the aisle path70, the vehicle controller may limit the forward speed, for example, asthe end of the aisle is approached and not limit the reverse speed ofthe industrial vehicle 10. It should be understood that “forward” and“reverse” are terms used to describe opposite directions of travel ofthe industrial vehicle. Traveling in a “positive” and “negative”direction based on vehicle heading (i.e., derived from tag heading data)are suitable substitutes.

Each unique set of zone tags 65 (FIGS. 2 and 3 ) and associated zoneidentification tags 55 along an aisle path 70 may correspond to an aislezone group 210 of unique identification codes in the reader memory 205.Each zone identification tag 55, corresponding to the unique set of zonetags 65 in the aisle path 70, corresponds to indexing data used to indexthe reader memory 205 to the one or more memory locations 200 (e.g.,memory location 211) corresponding to the aisle zone group 210 of uniqueidentification codes for that unique set of zone tags 65. It iscontemplated that processing speed may be improved by ensuring that theunique identification codes corresponding to the unique set of zone tags65 are stored in the reader memory 205 in order by their uniqueidentification codes. However, it should be noted that the reader modulemay read the unique identification codes in either order or reverseorder depending upon the direction of travel of the industrial vehicle10 along the aisle path 70. The unique identification codes in eachaisle zone group 210 may be in a known order according to the positionof each zone tag 60 along the aisle path 70.

The reader module 35 may comprise cache memory 209 coupled to the readermemory 205. The aisle zone group 210 may be copied from the readermemory 205 into the cache memory 209 when an identified zoneidentification tag 55 indexes the reader memory 205 to a correspondingaisle zone group 210. The reader module 35 may correlate vehiclefunctionality with an identified zone tag 60 within the unique set ofzone tags, with tag-dependent positional data derived from theidentified zone tag 60, or both using the copy of the aisle zone group210 in the cache memory 209 to reduce a correlation time. Thecorrelation time is a quantity of time needed to correlate vehiclefunctionality, derive tag-dependent position, or both from an identifiedtag in the tag layout 50.

It is contemplated, either through the use of the reader memory 205 or acache memory 209 data transfer to non-volatile memory, that the currentcorrelation/implementation of vehicle functionality is saved in theevent of an industrial vehicle 10 shutdown (e.g., turned off, powerloss, etc.) such that the current correlation/implementation of vehiclefunctionality is resumed upon restart of the industrial vehicle 10. Forexample, and not by way of limitation, if the industrial vehicle 10losses power, the vehicle functionality currently in use will be storedand used upon restart of the industrial vehicle such that the industrialvehicle 10 may resume operation where it lost power in the building 150without the need to first identify an individual tag in the tag layout50.

One or more function tags 100 (FIGS. 2 and 4 ) may correspond to afunction zone group 215 of one or more unique identification codes inthe reader memory 205. In one embodiment, respective function zonegroups 215 comprise a single memory location 225 in the reader memory205 and the individual tags corresponding to each function zone group215 have the same unique identification code. In one embodiment,respective function zone groups 215 comprise one or more memorylocations 200 in the reader memory 205 and the unique identificationcodes corresponding to the function zone group 215 are stored in thereader memory 205 in a known order for the grouping of tags. Further,one or more function tags 100 may correspond to a reset group 220 ofunique identification codes in the reader memory 205. The reset group220 of unique identification codes comprises a single memory location225 in the reader memory 205 and the individual tags of the one or morefunction tags 100 in this group comprises the same unique identificationcode. It is contemplated that the reset group 220 comprises thosefunction tags 100 within the tag layout 50 which correspond to at leastpartial negation of currently implemented vehicle functionality with anidentified function tag 100. It is also contemplated that the uniqueidentification codes corresponding to the function zone group 215 andthe unique identification codes corresponding to the reset group 220 maybe stored in the reader memory 205 in a known order for the grouping oftags to enhance processing speed if more than one identification code isused for the respective group.

One or more aisle extension tags 110 (FIG. 3 ) may correspond to adefault group 230 of unique identification codes in the reader memory205. It is also contemplated that the one or more aisle entry tags 75may be configured to correspond to a default group 230 of uniqueidentification codes in the reader memory 205. All of the uniqueidentification codes in the default group 230, regardless of tag type(i.e., aisle extension tag 110, aisle entry tag 75, etc.) may beorganized in one of the following ways to enhance processing speed: in aknown order; in sequential order defined by the numerical uniqueidentification code of each tag corresponding to the default group; byone or more aisle paths 70 (FIGS. 2 or 3 ) such that the uniqueidentification codes corresponding to each aisle path 70 in the defaultgroup 230 may be stored in the reader memory 205 in a known order. It isalso contemplated that a known order of unique identification codes inthe default group 230 may not have any numerical order and simply beplaced in the default group 230 in an order which is known.

Still referring to FIG. 6 , it is contemplated that the uniqueidentification codes can be stored in the reader memory 205 in thefollowing order: confidence group 221 first, a reset group 220 second, adefault group 230 third, one or more aisle zone groups 210 fourth, andone or more function zone groups 215 fifth. It is contemplated that theorder of the unique identification codes stored in reader memory 205 maychange depending on the organization of the individual tags in the taglayout. For example, and not by way of limitation, the confidence group221 may not be used and may either have an empty place holder in thereader memory 205 to maintain the memory structure shown in FIG. 6 or itmay be removed from the reader memory 205. It is also contemplated thatwhen the tag layout 50 changes, the memory locations 200 of the readermemory 205 are rewritten to accommodate the new tag layout. It iscontemplated that processing speed may be enhanced by grouping theindividual tags of the tag layout 50 in the reader memory 205. Thegrouping may eliminate the need to search the entire reader memory 205for the unique identification code. The sequencing of the uniqueidentification codes in the reader memory 205 further enhances theprocessing speed. For example, and not limited to, when an individualtag of the tag layout 50 is identified, the reader module 35 reads thereader memory 205 in the stored order until the unique identificationcode corresponding to the identified tag is read or identified. If, forexample, and not by way of limitation, the reader module 35 issequencing through an aisle zone group 210 of unique identificationcodes as zone tags are identified along an aisle path and a new tag isidentified which does not correspond to the respective aisle zone group210, the reader module 35 will jump to the default group 230 and againsequence through the stored order until the unique identification codecorresponding to the newly identified tag is found.

In one embodiment, the reader module 35 may store vehicle functionalityand/or tag dependent positional data in cache memory 209 for the currentidentified individual tag of the tag layout. The vehicle controller 40(FIG. 1B) uses the data in the cache memory 209 to control theoperational functions of the industrial vehicle hardware. When a newindividual tag of the tag layout is identified, the data in cache memory209 changes and the vehicle controller 40 may use the new data.

It is contemplated that an individual tag of the tag layout 50 isidentified when the reader module 35 receives a signal from theindividual tag and the industrial vehicle 10 travels beyond a read rangeof the tag reader 30 such that the signal is lost by the tag reader 30(i.e., no longer read or within the read range). The reader module maythen correlate the received signal to a unique identification code. Asignal strength of the received signal is measured to identify when thetag reader 30 is positioned over the individual tag. Tag-dependentpositional data in relation to signal strength may be used to identifythe exact position of the industrial vehicle 10 in the tag layout 50. Inone embodiment, when a plurality of individual tags of the tag layout 50is within the read range of the tag reader 30, the tag reader 30 mayreceive multiple signals. In this embodiment, the reader module 35increments a counter for each signal it receives from an individual tag.The counter is incremented until the tag reader 30 receives a signalfrom only one of the individual tags for a read count. In other words,the reader module monitors and counts the number of times a signal isreceived by the tag reader 30. The read count may be set to eliminateany erroneous signals received by the tag reader 30 from individual tagson the edge of the read range. In other words, it is contemplated thatthe tag reader 30 may receive a signal that exceeds the read count froman individual tag that is closest to the tag reader 30. In oneembodiment, it is contemplated that the read count is four receivedsignals. When the industrial vehicle 10 travels beyond the read range ofthe individual tag with the read count, the reader module 35 identifiesthat individual tag.

Referring to FIGS. 2 - 5 , it is contemplated that the individual tagsof the tag layout 50 comprise non-programmable tags and programmabletags. The unique identification codes corresponding to the programmabletags comprise one or more bit locations that are able to be changed. Theone or more bit locations may comprise at least one of a multi-antennabit, an index bit, and a side definition bit. The multi-antenna bitenables or disables one of the two read antennas 33 (FIG. 1B) on theindustrial vehicle 10 (FIG. 1B). In one embodiment, when the industrialvehicle 10 is along an aisle path 70, it is contemplated that both readantennas 33 will be used to identify the individual tags of the taglayout 50 and when the industrial vehicle 10 is beyond the end points 85(FIG. 2 ) of the aisle path 70, the industrial vehicle 10 will identifyindividual tags of the tag layout 50 using only one of the two readantennas 33. When a read antenna 33 is disabled, it should be understoodthat the reader module 35 may use only one (i.e., a primary readantenna) to identify individual tags of the tag layout 50 or the readermodule 35 may receive signals from both read antennas 33 however itshould be understood that the reader module 35 may use the signal fromonly one antenna 33 (i.e., the primary antenna) to identify theindividual tags of the tag layout 50. In one embodiment, the pluralityof aisle entry tags 75 are positioned on the same side of respectiveaisle paths 70 that correspond to the primary read antenna. It iscontemplated that the aisle entry tags 70 along an aisle path 70comprises the multi-antenna bit such that both antennas are used alongthe aisle path 70 and only one antenna is used beyond the end points 85of the aisle path 70. This configuration of the tag layout 50 where theaisle entry tags 70 are on the same side of respective aisle paths 70 isto ensure that the aisle entry tags 70 are identified while themulti-antenna bit is disabled (i.e., primary read antenna only).

The index bit may be used to index the reader memory 205 directly to aspecified memory location 200. For example, and not by limitation, azone identification tag 55 may have the index bit set to index thereader memory 205 to a specific aisle zone group 210. In conjunctionwith the index bit, a zone identification tag 55 may include a sidedefinition bit to indicate which end an industrial vehicle 10 isentering an aisle path 70 from. The side definition bit may index thereader memory 205 to either a beginning or an ending portion of theaisle zone group 210 of unique identification codes corresponding towhich end of the aisle path 70 the industrial vehicle 10 enters. It iscontemplated that the plurality of zone tags 60 comprise a start sideand an end side. The side definition bit comprises a start side bit andan end side bit. The start side bit corresponds to the start side of theplurality of zone tags 60 and the end side bit corresponds to the endside of the plurality of zone tags 60. The side definition bit of thezone identification tag 55 corresponding to the start side of theplurality of zone tags 60 comprises the start side bit and the sidedefinition bit of the zone identification tag 55 corresponding to theend side of the plurality of zone tags 60 comprises the end side bit.The reader module 35 identifies the start side bit and indexes thereader memory 205 to a beginning of the aisle zone group 210 of uniqueidentification codes corresponding to the plurality of zone tags 60, andidentifies the end side bit and index the reader memory 205 to an endingof the aisle zone group 210 of unique identification codes correspondingto the plurality of zone tags 60.

As discussed before, the unique identification codes can be stored inthe reader memory 205 in the following order: confidence group 221first, a reset group 220 second, a default group 230 third, one or moreaisle zone groups 210 fourth, and one or more function zone groups 215fifth. In one embodiment, the reader module 35 may sequence through theabove reader memory 205 order to identify the memory location 200corresponding to the unique identification code identified by the readermodule 35. For example, and not by limitation, if a zone identificationtag is identified, the reader module may read through the confidencegroup 221 first, the reset group 220 second, and the memory locations200 associated with each zone identification tag last until the memorylocation 200 associated with the identified zone identification tag isfound. It is contemplated that the reader module 35 will not read eachmemory location 200 associated with each aisle zone group 210 but onlythe start side zone identification tag and the end side zoneidentification tag. In one embodiment, the zone identification tags maybe programmed tags which include the start side bit and the end side bitwhich is used by the reader module 35 to identify and read memorylocations 200 associated with zone identification tags and to ignorememory locations 200 associated with the zone tags in the same aislezone group 210.

It is contemplated that the tags of tag layout 50 are physically thesame type of tag and the nomenclature used herein is to identify the useassociated with each tag and its position in the tag layout 50. It isalso contemplated that the one or more function tags 100, zoneidentification tags 55, aisle extension tags 110, and aisle entry tags75 may be programmed tags which allow changes to be made to their uniqueidentification code without requiring changes to the reader memory 205.In addition to the unique identification code comprising a multi-antennabit, an index bit, and a side definition bit as explained hereinbefore,the unique identification code also comprises a group definition bitwhich, when identified, tells the reader module 35 which group (i.e.,confidence group 221, reset group 220, default group 230, aisle zonegroup 210, or function zone group 215) the identified tag belongs to. Bychanging the group bit, the vehicle functionality may also be changedthereby allowing the functionality of the tag layout to change either bychanging the data in the memory locations 200 in the reader memory 205or by changing the unique identification code of selected programmedtags.

Referring to FIGS. 1A, 1B, and 3 , the aisle path 70 may also comprise awire-guided aisle path portion 90 between vehicle entry or vehicle exitportions 80 of the aisle path 70. The aisle path 70 may comprise one ormore storage elements 72 that are parallel to a guide wire 47 andbetween the respective end points 85 of the aisle path 70. The storageand retrieval hardware 20 is configured to store and retrieve items fromselected storage elements 72. The industrial vehicle 10 may comprise awire guidance module 45 and the industrial vehicle hardware may comprisea steering mechanism 15 that is responsive to signals from the wireguidance module 45. The wire guidance module 45 is, in turn, responsiveto an electrically conductive guide wire 47 positioned along the aislepath 70. For example, it is contemplated that steering commands may beautomatically implemented in a wire-guided operational mode and manuallyimplemented in the non-wire-guided operational mode - examples of whichinclude US Pat. Nos. 8,193,903 B2, assigned to Crown EquipmentCorporation, and entitled “Associating a transmitter and a receiver in asupplemental remote control system for materials handling vehicles” and6,049,745, assigned to FMC Corporation, and entitled “Navigation Systemfor Automatic Guided Vehicle.” Those practicing the concepts of thepresent disclosure and familiar with industrial vehicle design andcontrol will also appreciate that the tracking of the guide wire 47 maybe accomplished in a variety of conventional or yet-to-be developedways, the particulars of which are beyond the scope of the presentdisclosure and are described in the above-noted references.

The industrial vehicle hardware may comprise a plurality of travelwheels 27 that define the vehicle travel plane p. The tag reader 30 maybe fixed to the industrial vehicle 10 at a location that is at adistance x of less than about 30 cm above the industrial vehicle travelplane p as defined by the travel wheels 27. It is contemplated that thedistance x is derived from a received signal strength of about -30 db.For example, and not by way of limitation, the tag reader 30 may besecured to the underside of the industrial vehicle 10.

Referring specifically to FIG. 1B, the industrial vehicle 10 has alongitudinal travel axis t. In some embodiments, the tag reader 30 maycomprise two read antennas 33 that are positioned on opposite sides ofthe longitudinal travel axis t in a common plane displaced from andparallel to the vehicle travel plane p (FIG. 1A). In this manner, wherea particular tag layout 50 (FIG. 4 or FIG. 2 ) merely comprisesindividual tags along one side of an aisle path 70, one of the readantennas 33 will be positioned over the individual tags of the aislepath 70 regardless of the direction of travel of the industrial vehicle10 along the aisle path 70. In this embodiment, a travel direction ofthe industrial vehicle in respective aisle paths may be derived by whichof the two read antennas 33 is positioned over the individual tags ofthe aisle path 70. In one embodiment, the individual tags of the taglayout 50 are positioned along the same side in respective aisle paths70. In one embodiment, the individual tags of the tag layout 50 arepositioned along either side in respective aisle paths 70.

In one embodiment, the read antennas 33 define respective read rangesand generate respective tag read signals when individual tags of the taglayout enter the respective read ranges of the read antennas 33. The tagreader 30 and the reader module 35 further cooperate to generate avehicle direction signal when the individual tags are identifiedprimarily with reference to tag read signals from only one of the tworead antennas 33. The vehicle controller 40 controlsoperationalfunctions of the storage and retrieval hardware 20 partially as afunction of the vehicle direction signal. It is contemplated that therespective read ranges of the read antennas 33 may overlap or bemutually exclusive. It is further contemplated that an individual tagmay be read by read antennas 33 positioned on opposite sides of thelongitudinal travel axis of the industrial vehicle 10, in which case thetag reader 30 and the reader module 35 would be equipped to discriminatebetween respective read signals from the two different antennas 33 anddetermine which read signal is valid, primarily with reference to therespective signal strengths of the two read signals.

In some embodiments, the industrial vehicle hardware may comprise atravel distance sensor 43 that is configured to measure a traveldistance of the industrial vehicle. For example, and not by way oflimitation, the travel distance sensor 43 may be an inertial sensors orodometry hardware, such as a load wheel sensor, a rotary encoder, a HallEffect sensor, etc. The tag reader 30, the reader module 35, the traveldistance sensor 43, and the vehicle controller 40 cooperate to derivetag-dependent positional data from identified zone tags 60 and traveldistance data from the travel distance sensor 43. The tag reader 30, thereader module 35, the travel distance sensor 43, and the vehiclecontroller 40 cooperate to determine tag-dependent positional data byidentifying a zone tag 60, correlating the identified zone tag 60 withtag position data, using the travel distance sensor 43 to calculate atravel distance from the identified zone tag 60, and determiningtag-dependent positional data from the calculated travel distance andthe tag position data correlating with the zone tag 60.

In another example, the tag reader 30, the reader module 35, the traveldistance sensor 43, and the vehicle controller 40 cooperate to determinetag-dependent positional data by identifying a first zone tag in theunique set of zone tags 65 and zeroing a travel distance of the traveldistance sensor 43 when the first zone tag is identified. The traveldistance sensor 43 then calculates the travel distance from the firstidentified zone tag. The tag reader 30 and the reader module 35cooperate to identify subsequent zone tags of the unique set of zonetags 65 and associating each subsequent identified zone tag withtag-dependent positional data. The travel distance calculation from thefirst identified zone tag is then corrected by using the tag positiondata associated with each subsequent identified zone tag. The readermodule determines tag-dependent positional data from the calculatedtravel distance from the first identified zone tag. The tag positiondata associated with each subsequent identified zone tag may be used tocorrect any error in the travel distance calculation that hasaccumulated between each zone tag 60. The first zone tag is defined asthe zone tag 60 of the unique set of zone tags 65 that is firstidentified after identification of the zone identification tag 55. Eachsubsequent zone tag are those zone tags 60 of the unique set of zonetags 65 that are not the first zone tag 60.

In yet another example, as discussed hereinabove, tag-dependentpositional data may be derived from an identified aisle extension tag110. In this example, the aisle extension tag 110 would operate as thefirst identified zone tag and each zone tag 60 of the unique set of zonetags 65 would operate as the subsequent zone tag 60.

Referring to FIG. 1A, the industrial vehicle 10 may comprise one or moreuser interfaces. The user interface may comprise a storage and retrievalhardware control device 23, a vehicle speed control device 24, a touchscreen hardware control interface, an automated interface 22, a steeringdevice 14, or combinations thereof. It should be understood by thoseskilled in the art that the touch screen hardware control interface maybe part of a display device 37 but it is not limited to being part ofthe display device 37. The touch screen hardware control interface maybe a distinct device separate from the display device 37. It should alsobe understood by those skilled in the art that the storage and retrievalhardware control device 23 may be a lever, knob, a touch screen hardwarecontrol interface, or the like and configured to control the storage andretrieval hardware 20. The storage and retrieval hardware may include,but is not limited to, a set of fork tines, a container handler, aturret with forks, a pantrograph, a telescopic handler, and the like.The storage and retrieval hardware may be coupled to a set of forksalready coupled to the industrial vehicle 10 or may replace pre-existingstorage and retrieval hardware. The vehicle speed control device 24 maybe a lever, a pedal, a touch screen hardware control interface, or thelike and configured to control the vehicle drive mechanism 25. Thesteering device 14 may be a wheel, a knob, a lever, or the like andconfigured to control the steering mechanism 15.

In one embodiment, it is contemplated that the user interface comprisesan override mechanism 26 for generating an override signal. The vehiclecontroller controls operational functions of the industrial vehiclehardware in response to override data upon receipt of the overridesignal. The override signal may be reset after a period of time, resetby operational data correlated to an identified tag of the tag layout50, or deactivated by the user. Override data may include overrideforward speed limit data, override reverse speed limit data, overrideheight limit data, stop data, and the like. In one non-limiting example,the user may be required to generate the override signal for theduration of time (e.g., actuate and hold the override mechanism 26) thatthe industrial vehicle 10 is implementing vehicle functionality with anidentified tag until a next tag is identified in the tag layout 50. Inaddition to the requirements to actuate the override mechanism 26, adisplay 37 may generate a situation message for the user and an audibletone may be generated indicating the need for the override mechanism 26to be actuated. It should be understood that any combination ofgeneration of an override signal, display of a situation message, andgeneration of an audible tone is contemplated.

In one embodiment, the industrial vehicle 10 may be an automated guidedvehicle. An automated interface 22 may be used to issue commands to theindustrial vehicle 10, make changes to the reader memory 205 (FIG. 6 ),and/or remotely control the industrial vehicle 10. It is contemplatedthat the automated interface 22 may communicatively couple theindustrial vehicle 10 to a remote computer. For example, and not by wayof limitation, the automated interface 22 may be an antenna whichwirelessly couples the industrial vehicle 10 to a remote computer.Alternatively, the automated interface 22 may be an input/output devicesuch as a RS-232 connector, USB, or the like to facilitate a hard wiredconnection between the industrial vehicle 10 and a remote computer suchas a laptop. In this embodiment, user input through the user interfaceis not required to control the industrial vehicle hardware.

FIG. 7 is a block diagram of a system which comprises a remote computer250 and the industrial vehicle 10. The remote computer 250 has acomputer processor 260 and a computer memory 255, which stores loadlocation data. It is contemplated that the tags of the tag layout do notcomprise load location data. The remote computer 250 is communicativelycoupled to the vehicle controller 40. The vehicle controller 40 controlsoperational functions of the industrial vehicle hardware in response tovehicle functionality as they are correlated with load location datastored in computer memory 255 and with an identified zone tag 60 (FIG. 2), with tag-dependent positional data, or both. For example, but notlimited to, the remote computer 250 may communicate with the vehiclecontroller 40 via a wireless connection 265 (e.g., an opticalconnection, radio, cellular, or the like) or through a network 270(e.g., IEEE 802 series of protocols, or the like). For example, and notby way of limitation, the load location data may be a slot location on ashelf, a position on the floor within the warehouse, an aisleidentifier, or other types of load location data. For the purposes ofdescribing and defining the subject matter of the present disclosure a“remote” computer is a computer not secured to or part of the industrialvehicle 10. For example, a remote computer may comprise a warehousemanagement system.

In one embodiment, the industrial vehicle 10 may comprise an AutomaticPositioning System. The Automatic Positioning System may use the loadlocation data and/or tag-dependent positional data to automaticallycontrol the industrial vehicle hardware to vertically position thestorage and retrieval hardware 20 (FIG. 1A) and horizontally positionthe industrial vehicle 10 to retrieve or place a load. It is alsocontemplated that when the industrial vehicle 10 is at a position alongthe aisle path 70 that corresponds to the correct load location, thevehicle controller controls the storage and retrieval hardware 20 suchthat the storage and retrieval hardware automatically retrieves orplaces the load in the slot location on the shelf. The vehiclecontroller 40 communicates to the remote computer 250 that the load hasbeen placed or retrieved from the load location.

In one embodiment, the operational data correlated with the uniqueidentification code of an identified tag may comprise an AutomaticPositioning System bit. The Automatic Positioning System bit may be usedby the vehicle controller to turn the Automatic Positioning System on oroff. For example, and not by limitation, the Automatic PositioningSystem may be needed along an aisle path only. The aisle entry tags mayinclude the Automatic Positioning System bit to turn the AutomaticPositioning System on along the aisle path and turn the AutomaticPositioning System off when the industrial vehicle leaves the aislepath.

The industrial vehicle hardware may comprise an indication light (notshown). The indication light may be illuminated when the storage andretrieval hardware 20 is, for example, at the correct slot location on ashelf. For example, and not by way of limitation, the indication lightmay illuminate to indicate a correct horizontal position andsubsequently a correct vertical position, or vice versus.

The vehicle controller 40 may communicate a position of the industrialvehicle 10 to the remote computer 250. The remote computer 250 may, forexample and not by way of limitation, alert or communicate to a secondindustrial vehicle 10 that an aisle path 70 (FIG. 2 ) is occupied by afirst industrial vehicle 10 when the position of both industrialvehicles indicate that they may or are about to occupy the same aislepath 70. The remote computer 250 may communicate vehicle functionality,such as override data for example, to the vehicle controller 40 to stopand/or prevent the second industrial vehicle 10 from entering andoccupying the same aisle path 70 as the first industrial vehicle 10.

It is contemplated that the vehicle controller 40 and/or the readermodule 35 (FIG. 1B) may compare the load location to a currentindustrial vehicle 10 location. If, for example, and not by way oflimitation, the user directs the industrial vehicle 10 into the wrongaisle path 70, the vehicle controller 40 may control the industrialvehicle hardware to notify the user of the error. Examples of controlmay include, but are not limited to, the vehicle controller 40 may bringthe industrial vehicle 10 to a stop or slow the industrial vehicle 10.It is also contemplated that the display device 37 may indicate theerror to the user.

The industrial vehicle 10 may also comprise a display device 37 and thevehicle controller 40 may send load location data to the display device37. For example, but not by way of limitation, the load location may bedisplayed on the display device 37 to direct an operator to an aislepath 70 in which the specified load is located.

Referring to FIGS. 6 and 7 , in one embodiment, the remote computer 250may be communicatively coupled to the reader module 35. In thisembodiment, the computer memory 255 comprises one or more memorylocations and each unique identification code for the individual tags ofthe tag layout corresponds to a memory location in the computer memory255. The memory location comprises at least one of indexing data,operational data, and tag position data. The tag reader and the readermodule cooperate to identify an individual tag of the tag layout. Thereader module then copies the corresponding indexing data, operationaldata, and tag position data corresponding to the unique identificationcode of the identified tag from the computer memory to the cache memory209 of the reader module 35. For example, and not by way of limitation,the unique identification codes corresponding to a unique set of zonetags may be copied from the computer memory 255 to the cache memory 209of the reader module to improve processing speed of identifyingsubsequent zone tags and implement vehicle functionality. In thisembodiment, changes to the tag layout may be made at the remote computer250 instead of on the industrial vehicle.

The tag reader 30 and the reader module 35 cooperate to determinevehicle functionality by identifying an individual tag of the tag layout50 and associating the identified tag with a memory location 200 toretrieve at least one of indexing data, operational data, and tagposition data.

Referring to FIG. 8 , an industrial truck 10 is shown traversing alongan aisle path 70 and one or more storage elements 72. This figureillustrates a very narrow aisle (VNA) path comprising a VNA industrialvehicle operating width w. A first zone 400, a second zone 405, and athird zone 410 are delineated by the individual tags of the tag layout50. Specifically, a first tag 415, a second tag 416, a third tag 417,and a fourth tag 418 serve to delineate the three zones along the aislepath 70.

For the following examples, and not by way of limitation, the secondzone 405 will have vehicle functionality implemented such as, forexample, a speed setting for the industrial vehicle 10, a lift heightsetting of the storage and retrieval hardware 20, and/or an overridespeed setting which is greater than the speed setting but less than thenormal operating speed of the industrial vehicle 10. The first zone 400and the third zone 410 will allow for normal operation of the industrialvehicle 10. It should be understood that the zones in this example arenot limited to the vehicle functionality described herein and mayinclude the complete list previously described. In the followingexamples, for the purpose of understanding FIG. 8 , the industrialvehicle 10 is traveling from left to right across the figure such thatthe tags are identified by the industrial vehicle 10 in the followingorder: the first tag 415, the second tag 416, the third tag 417, andlastly the fourth tag 418. The vehicle functionality of the second zone405 will be implemented once the second tag 416 is identified and atleast partially negated once the fourth tag 418 is identified. The tablein each example below exemplifies the vehicle functionality of the fourtags along the aisle path 70 for that particular non-limiting example.

It is contemplated that primary control (i.e., control which isinterrupted through tag identification) of the industrial vehicle 10 maybe either through a user’s control or automated control such as an AGV.As such, although a user is described in control of the industrialvehicle 10 in the below examples, it should be understood that theexamples are not limited to a user having primary control over theindustrial vehicle 10 and the industrial vehicle 10 may be an AGV.

It is also contemplated that, although not described in the belowexamples, tag-dependent positional data may be used in addition to thefour tags to further define the location of the industrial vehicle 10along the aisle path 70 and/or to implement the correlated vehiclefunctionality at locations other than when the subject tag isidentified. In other words, to clarify the second point, theimplementation of vehicle functionality may not occur at the location inwhich a tag is identified, but at some distance beyond the location,either positive or negative travel direction of the industrial vehicle10, of the subject tag’s identification. Further, it is contemplatedthat additional vehicle functionality, such as end of aisle control, maybe combined with the examples below and as such, the examples are notlimited only to the vehicle functionality described.

Example 1: Speed Settings, Non-Zero

TABLE 1 Vehicle functionality for Example 1 Tag Speed Setting First tag415 No speed setting Second tag 416 Speed =1341 mm/sec (3 mph) Third tag417 Speed = 1341 mm/sec (3 mph) Fourth tag 418 No speed setting

In this non-limiting example, when the industrial vehicle 10 identifiesthe first tag 415, the vehicle controller 40 does not intervene in thecontrol of the industrial vehicle 10 speed along the aisle path 70. Whenthe industrial vehicle 10 identifies the second tag 416, if theindustrial vehicle 10 is traveling at a speed greater than 1341 mm/sec(3 mph), the vehicle controller 40 will control the vehicle drivemechanism 25 (FIG. 1A) and/or brakes to decelerate the truck to 1341mm/sec (3 mph) and maintain that maximum speed setting until asubsequent identified tag changes the speed setting. Further, thedisplay device 37 (FIG. 1A) will display “Speed Zone” and generate anaudible tone to indicate that vehicle functionality in the form of aspeed setting is implemented at the current location of the industrialvehicle 10 if a user is at the controls of the industrial vehicle 10. Ifthe industrial vehicle 10 is operated below 1341 mm/sec (3 mph) then thevehicle controller 40 does not intervene in the speed of the industrialvehicle 10. When the third tag 417 is identified, the vehiclefunctionality is unchanged and the vehicle controller 40 continues tointervene as necessary in accordance with TABLE 1. When the fourth tag418 is identified, the vehicle controller 40 will no longer intervenewith a 1341 mm/sec (3 mph) speed setting and the display device 37 willno longer indicate a “Speed Zone.”

Example 2: Speed Setting, Zero

TABLE 2 Vehicle functionality for Example 2 Tag Speed Setting OverrideSetting First tag 415 No speed setting No override setting Second tag416 Speed = 0 mm/sec (0 mph) Override setting: Speed = 670 mm/sec (1.5mph) Third tag 417 Speed = 0 mm/sec (0 mph) Override setting: Speed =670 mm/sec (1.5 mph) Fourth tag 418 No speed setting No override setting

In this non-limiting example, when the industrial vehicle 10 identifiesthe first tag 415, the vehicle controller 40 does not intervene in thecontrol of the industrial vehicle 10 speed along the aisle path 70. Whenthe industrial vehicle 10 identifies the second tag 416, the vehiclecontroller 40 will control the vehicle drive mechanism 25 (FIG. 1A)and/or brakes to decelerate the truck to a stop. Further, the displaydevice 37 (FIG. 1A) will display “Speed Zone” and generate an audibletone to indicate that vehicle functionality in the form of a speedsetting is implemented at the current location of the industrial vehicle10. If a user would like to have the industrial vehicle 10 move, theuser must execute an override sequence. In this example, the overridesequence consists of transitioning the vehicle speed control device 24(FIG. 1A) to neutral and the display device 37 will indicate “Cutout,Use Override.” The user will then press and hold the override mechanism26 (FIG. 1A). The display device 37 will display “Speed Zone” and thevehicle controller 40 will intervene in any speeds above 670 mm/sec (1.5mph). The user may transition or actuate the vehicle speed controldevice 24 to indicate the desire for motion and the industrial vehiclewill move with a maximum speed of 670 mm/sec (1.5 mph). Once the fourthtag 418 is identified, the need for the override sequence is eliminatedand the user may release the override mechanism 26. The display device37 will no longer indicate “Speed Zone” and the industrial vehicle 10will operate normally. Alternatively, if the industrial vehicle is anAGV, the implemented vehicle functionality will control without anoverride sequence.

If the user fails to transition the vehicle speed control device 24 toneutral after the industrial vehicle 10 comes to a stop and the displaydevice 37 indicates “Speed Zone,” the display device 37 will indicateinstructions to the user. For example, and not by way of limitation, thedisplay device 37 may indicate “Center Hand Controls.” Once the vehiclespeed control device 24 is transitioned to neutral, the overridesequence may be initiated.

If, during the override sequence, the user releases the overridemechanism 26 while the industrial vehicle 10 is moving, the displaydevice 37 may indicate instructions to the user. For example, and not byway of limitation, the display device 37 may indicate “Cutout, UseOverride.” The industrial vehicle 10 will coast until the overridemechanism 26 is pressed again.

Example 3: Height Dependent Speed Settings

TABLE 3 Vehicle functionality for Example 3. Tag Speed Setting HardwareSetting Override Setting Height Dependent Speed Setting Overhead HeightSetting First tag 415 No speed setting No hardware setting No Overheadsetting No override setting Second tag 416 No speed setting -Height=2540 mm (100 inches) -Speed = 1341 mm/sec (3 mph) No Overhead settingNo override setting Third tag 417 No speed setting -Height = 2540 mm(100 inches) -Speed = 1341 mm/sec (3 mph) No Overhead setting Nooverride setting Fourth tag 418 No speed setting No hardware setting NoOverhead setting No override setting

In this non-limiting example, when the industrial vehicle 10 identifiesthe first tag 415, the vehicle controller 40 does not intervene in thecontrol of the industrial vehicle 10 along the aisle path 70. When theindustrial vehicle 10 identifies the second tag 416, the vehiclecontroller 40 will sense (through sensors, data in memory, or the like)the height of the storage and retrieval hardware 20. The height settingin this example is defined as the height of the forks or the loadimplement of the storage and retrieval hardware 20. If the height of thestorage and retrieval hardware 20 exceeds the height setting of 2540 mm(100 inches), the vehicle controller 40 will control the vehicle drivemechanism 25 (FIG. 1A) to reduce the speed of the industrial truck to1341 mm/sec (3 mph). The industrial vehicle 10 may operate at or below1341 mm/sec (3 mph) while the height of the storage and retrievalhardware 20 is at or above 2540 mm (100 inches) before the fourth tag418 is identified. If the storage and retrieval hardware 20 is loweredbelow 2540 mm (100 inches), then the vehicle controller 40 will notintervene in the speed of the industrial vehicle 10 before the fourthtag 418 is identified. If, after the second tag 416 or the third tag 417is identified, the storage and retrieval hardware 20 is subsequentlyraised above 2540 mm (100 inches), then the vehicle controller 40 willintervene in the speed of the industrial vehicle 10 and decelerate theindustrial vehicle 10 to 1342 mm/sec (3 mph). Further, the displaydevice 37 (FIG. 1A) will display “Speed Zone” and generate an audibletone to indicate that vehicle functionality in the form of a speedsetting is implemented at the current location of the industrial vehicle10 if a user is in control of the industrial vehicle 10. The display of“Speed Zone” and generation of an audible tone will occur whenever thevehicle controller 40 intervenes on the speed of the industrial vehicle10 due to the height of the storage and retrieval hardware 20. In thisexample, although not used, it is contemplated that an override sequencemay be implemented to allow speeds of the industrial vehicle 10 above1341 mm/sec (3 mph) when the height of the storage and retrievalhardware 20 is above 2540 mm (100 inches). Once the fourth tag 418 isidentified, the display device 37 will no longer indicate “Speed Zone”and the industrial vehicle 10 will operate normally.

Example 4: Height Dependent Speed Settings With Overhead Height Setting

TABLE 4 Vehicle functionality for Example 4. Tag Speed Setting HardwareSetting Override Setting Height Dependent Speed Setting Overhead HeightSetting First tag 415 No speed setting No hardware setting Overheadsetting = YES No override setting Second tag 416 No speed setting-Height = 2540 mm (100 inches) -Speed = 1341 mm/sec (3 mph) Overheadsetting = YES No override setting Third tag 417 No speed setting -Height= 2540 mm (100 inches) -Speed = 1341 mm/sec (3 mph) Overhead setting =YES No override setting Fourth tag 418 No speed setting No hardwaresetting Overhead setting = YES No override setting

In this non-limiting example, when the industrial vehicle 10 identifiesthe first tag 415, the vehicle controller 40 does not intervene in thecontrol of the industrial vehicle 10 along the aisle path 70. If theoverall height (i.e., topmost vertical point of the industrial vehicle10 above the vehicle travel plane p (FIG. 1A)) of the storage andretrieval hardware 20 exceeds the height setting of 2540 mm (100inches), the vehicle controller 40 will control the vehicle drivemechanism 25 (FIG. 1A) and/or brakes to the industrial truck to a stopin accordance with the speed settings. This will allow an industrialvehicle 10 to avoid an overhead obstruction by coming to a stop. It iscontemplated that an override sequence may be implemented to allow theindustrial vehicle 10 to move when the overall height of the storage andretrieval hardware 20 is above 2540 mm (100 inches) to allow a user tonegotiate the overhead obstruction. Further, whenever the vehiclecontroller 40 intervenes on the speed of the industrial vehicle 10 dueto the height of the storage and retrieval hardware 20, the displaydevice 37 (FIG. 1A) will display “Speed Zone” and generate an audibletone to indicate that vehicle functionality in the form of a speedsetting is implemented at the current location of the industrial vehicle10. As with previous examples, once the fourth tag 418 is identified,the display device 37 will no longer indicate “Speed Zone” and theindustrial vehicle 10 will operate normally.

Contrary to Example 3, in this example, the overhead height setting isactive (i.e., set to “YES”). The active overhead height setting meansthat the height setting under the hardware setting header is not theheight of the forks or load implement of the storage and retrievalhardware 20 as described in Example 3, but the overall height of thestorage and retrieval hardware 20. Overall height examples include thetop of the mast, lift carriage, etc. Specifically, the height settingunder the hardware setting as used in Example 3 is to reduce the risk oftipping or reduce excessive speed while a load on the storage andretrieval hardware is above a specified height. By contrast, the heightsetting in this example with the overhead setting set as activeindicates that there is an overhead obstruction (pipe, ductwork, roofgirders, roll-up door, etc.) that contact with is to be avoided.

Example 5: Height Setting

TABLE 5 Vehicle functionality for Example 5 Tag Height Setting OverheadHeight Setting Override Setting First tag 415 No height setting NoOverhead setting No override setting Second tag 416 Height = 2540 mm(100 inches) No Overhead setting Override setting: Speed = 670 mm/sec(1.5 mph) Third tag 417 Height = 2540 mm (100 inches) No Overheadsetting Override setting: Speed = 670 mm/sec (1.5 mph) Fourth tag 418 Noheight setting No Overhead setting No override setting

In this non-limiting example, when the industrial vehicle 10 identifiesthe first tag 415, the vehicle controller 40 does not intervene in thecontrol of the industrial vehicle 10 along the aisle path 70. When theindustrial vehicle 10 identifies the second tag 416, the vehiclecontroller 40 will control the vehicle drive mechanism 25 (FIG. 1A)and/or brakes to decelerate the truck to a stop if the height of thestorage and retrieval hardware 20 is above 2540 mm (100 inches).Further, the display device 37 (FIG. 1A) will display “Height Zone” andgenerate an audible tone to indicate that vehicle functionality in theform of a height setting is implemented at the current location of theindustrial vehicle 10 if a user is in control of the industrial vehicle10. If the user would like to have the industrial vehicle 10 move, theuser may either execute an override sequence or lower the storage andretrieval hardware 20 below 2540 mm (100 inches) to continue normaloperation. As another example of the override sequence for theseexamples, the override sequence consists of transitioning the vehiclespeed control device 24 (FIG. 1A) to neutral and the display device 37will indicate “Cutout, Use Override.” In this example of the overridesequence, the user will then actuate the override mechanism 26 (FIG. 1A)(e.g., momentary switch, touch screen radio button, or other means ofinstructing to override the current cutout without prolonged holding ofa button). The user may then transition / actuate the vehicle speedcontrol device 24 to the desired speed however, per the overridesettings, the vehicle controller 40 will intervene in any speeds of theindustrial vehicle 10 above 670 mm/sec (1.5 mph). Once the fourth tag418 is identified, the need for the override sequence is eliminated. Thedisplay device 37 will no longer indicate “Height Zone” and theindustrial vehicle 10 will operate normally. To reiterate with theseexamples, if the industrial vehicle is an AGV, the implemented vehiclefunctionality will control without an override sequence as theindustrial vehicle will automatically comply with the correlated vehiclefunctionality.

In another example, the overhead setting may be set to active (“YES”).The only difference between this example and Example 5 is the height atwhich the vehicle controller 40 intervenes on the control of theindustrial vehicle 10 (i.e., height of the forks versus the overallheight of the storage and retrieval hardware).

Example 6: Auto Hoist Zones

TABLE 6 Vehicle functionality for Example 6 Tag Automatic PositioningSystem Setting Override Setting First tag 415 No hoist setting Nooverride setting Second tag 416 Hoist = lower only No override settingThird tag 417 Hoist = lower only No override setting Fourth tag 418 Nohoist setting No override setting

In this non-limiting example, vehicle functionality includes anAutomatic Positioning System setting. It may be desired to change thefunctionality of the Automatic Positioning System in a specifiedlocation of the building; the functionality of the Automatic PositioningSystem is discussed above. In other words, when the industrial vehicle10 identifies the second tag 416 and/or the third tag 417, the automaticcontrol of the industrial vehicle hardware to vertically position thestorage and retrieval hardware 20 and horizontally position theindustrial vehicle 10 to retrieve or place a load is changed. In thisexample, the Automatic Positioning System setting comprises a hoistsetting. The hoist setting is set to only allow the AutomaticPositioning System to automatically lower the storage and retrievalhardware 20 and not automatically raise it. Therefore, in second zone405, the vehicle controller 40 will automatically lower the storage andretrieval hardware 20 if a slot location on a shelf is below the currentheight (i.e., the height of the storage and retrieval hardware 20 atwhich the industrial vehicle 10 entered the second zone 405) of thestorage and retrieval hardware 20. If the Automatic Positioning Systemwas automatically raising the storage and retrieval hardware 20 whenentering the second zone 405, the storage and retrieval hardware 20 willcease to raise. While in the second zone 405, the display device 37(FIG. 1A) will display “Raise to Piece/Pallet” to indicate that the userneeds to manually raise the storage and retrieval hardware 20 to theslot location on the shelf. Alternatively, the hoist setting may be setto “Raise” or “None” instead of “Lower.” The “raise” indicates that thestorage and retrieval hardware 20 may only raise and “none” indicatesthat the Automatic Positioning System will not either “lower” or “raise”the storage and retrieval hardware and manual operation is required bythe user.

Example 7: Combined Settings

TABLE 7 Vehicle functionality for Example 7. Tag Speed Setting HeightSetting Hardware Setting Override Setting Height Dependent Speed SettingOverhead Height Setting First tag 415 No speed setting No height settingNo hardware setting No Overhead setting No override setting Second tag416 Speed = 1341 mm/sec (3 mph) Height = 2540 mm (100 inches) -Height =1270 mm (50 inches) -Speed = 894 mm/sec (2 mph) No Overhead settingOverride setting: Speed = 670 mm/sec (1.5 mph) Third tag 417 Speed =1341 mm/sec (3 mph) Height = 2540 mm (100 inches) -Height = 1270 mm (50inches) -Speed = 894 mm/sec (2 mph) No Overhead setting Overridesetting: Speed = 670 mm/sec (1.5 mph) Fourth tag 418 No speed setting Noheight setting No hardware setting No Overhead setting No overridesetting

In this non-limiting example, combinations of the above settings may beused. In the second zone 405, the speed of the industrial truck is setto operate at or below 1341 mm/sec (3 mph) as described in Example 1.The industrial vehicle will not be able to operate above this speedwhile in the second zone 405. Furthermore, the height of the storage andretrieval hardware 20 is set to operate at or below 2540 mm (100 inches)as described in Example 5. The user may use the override mechanism tolower the height of the storage and retrieval hardware 20 below 2540 mm(100 inches) to allow for normal operation within the second zone 405.The vehicle functionality table also indicates a height dependent speedsetting under the hardware setting header as described in Example 3 andthe override sequence as described in Example 2.

Auto Fence Examples.

Referring to FIGS. 4 and 9 , it is contemplated that an industrialfacility 150 according to the present disclosure may comprise one ormore ingress/egress zones 121 located on the vehicle travel plane of thefacility 150. These ingress/egress zones 121 may be bounded in theirrespective entireties by a double row of tags 118, by two or more doublerows of tags 118, or by a combination of one or more double rows of tags118 and one or more selected facility boundaries, examples of which areillustrated in FIGS. 4 and 9 . More specifically, contemplatedingress/egress zones may be operatively bounded in their entirety by adouble row of tags, two or more double rows of tags, a combination ofone or more double rows of tags and one or more selected facilityboundaries, a combination of one or more double rows of tags and anaisle path, a combination of one or more double rows of tags and afacility passageway, a combination of one or more double rows of tagsand a plurality of aisle paths, or a combination of two or more doublerows of tags and a facility wall. Contemplated facility boundaries thatmay contribute to bounding an ingress/egress zone include, but are notlimited to, an aisle path 70 of the industrial facility 150, apassageway 155 of the industrial facility 150, a wall, a step, anelevation change in the vehicle travel plane, another type of transportbarrier, or combinations thereof.

Although some of the ingress/egress zones 121 contemplated by thepresent disclosure may be located outside of an area of the vehicletravel plane occupied by an aisle path 70, it is also contemplated that,in some embodiments, the ingress/egress zone 121 may be located at leastpartially within an area of the vehicle travel plane occupied by anaisle path 70. An example of this type of ingress/egress zone 121 isalso illustrated in FIG. 4 . For these types of configurations, theingress/egress zone 121 may be located entirely within the aisle path70. In which case, it will often be practical to ensure that the doublerow of tags 118 spans an ingress/egress threshold that extends laterallyacross the aisle path 70 at an end of the aisle path 70, or at someother point along the aisle path 70.

Each double row of tags 118 comprises an inner row of tags and an outerrow of tags. For example, referring to FIG. 9 , an industrial vehicle 10is shown in relation to a set of double tag rows 118 bounding apassageway 155 in a building 150. Each double row 118 of tags 100comprises an inner row of tags 125/127 and an outer row of tags 126/128.These double rows of tags 118 are arranged in respective n × m matricesof n tag rows and m tag columns (m > n > 1) that are configured forsuccessive detection of the inner and outer rows of tags. Thissuccessive detection is dependent on the point-of-origin of a sensortransit path across each double row of tags 118. More specifically,individual tags of the outer row of tags 126/128 are closer to points ofentry into said ingress/egress zone 121 than are individual tags of theinner row of tags 125/127. In addition, individual tags of the inner rowof tags 125/127 are closer to points of exit from the ingress/egresszone 121 than are individual tags of the outer row of tags 126/128. Inthis manner, it is contemplated that every double row 118 in the taglayout can be positioned such that an industrial vehicle 10 cannotapproach a selected location of a building 150 without identifying afunction tag 100 correlated with vehicle functionality for that selectedlocation of the building 150. For example, and not by way of limitation,an ingress/egress zone 121, which is illustrated more particularly as apassage zone 121 in FIG. 9 , will have vehicle functionality implementedsuch as, for example, a speed setting for the industrial vehicle 10, alift height setting of the storage and retrieval hardware 20, and/or anoverride speed setting. A first outer zone 122 and a second outer zone123 will allow for normal operation of the industrial vehicle 10.

In one embodiment, the double row of tags 118 is characterized by a rowspacing s that is smaller than the industrial vehicle operating width w.In an industrial facility 150 that comprises a plurality of aisle paths70, a majority of these aisle paths 70 will often be configured tocomprise, i.e., correspond to, a common industrial vehicle operatingwidth w. This is illustrated in FIGS. 4 and 8 . In addition, it iscontemplated that, in many instances, the double row of tags 118 willspan an ingress/egress threshold T that is large enough to accommodatethe industrial vehicle operating width w. Further, the ingress/egresszones 121 will typically be large enough to accommodate the industrialvehicle operating width w. It is noted that the aforementionedingress/egress threshold T may be a simple linear threshold, a compoundlinear threshold, curved, or curvilinear.

Referring to FIG. 9 , an industrial vehicle 10 is shown in relation to aset of double row 118 of function tags 100 bounding a passageway 155 ina building 150. Each double row 118 of function tags 100 comprises aninner row 125/127 and an outer row 126/128 of function tags 100. Forthis set of Auto Fence examples, and not by way of limitation, thefunction tags 100 in the first inner row 125 and second inner row 127have the same unique identification code defining vehicle functionalityfor a passage zone 121, all of the function tags 100 in the first outerrow 126 have the same unique identification code defining vehiclefunctionality for a first outer zone 122, and all of the function tags100 in the second outer row 128 have the same unique identification codedefining vehicle functionality for a second outer zone 123. It iscontemplated that the vehicle functionality correlated with each zonecan be changed by revising a single memory location corresponding to thecommon unique identification code.

In one embodiment, individual tags of the outer row of tags 126/128 arebe spaced such that their transmit signal ranges are sufficient toprovide a continuous read threshold for sensors traversing a sensortransit path across the outer row of tags 126/128. Further, individualtags of the inner row of tags 125/127 are spaced such that theirtransmit signal ranges are sufficient to provide a continuous readthreshold for sensors traversing a sensor transit path across the innerrow of tags 125/127. In a more specific embodiment, this read thresholdcontinuity is maintained by ensuring that the respective transmit signalranges in the inner and outer rows overlap.

For the purpose of understanding FIG. 9 in view of the below examples,the industrial vehicle 10 is traveling from left to right such that thetags are identified by the industrial vehicle 10 in the following order:the first outer row 126, the first inner row 125, the second inner row127, and lastly the second outer row 128. The vehicle functionality ofthe passage zone 121 will be implemented once a function tag 100 of theinner row 125 (or inner row 127 if traveling in a right to leftdirection) is identified and replaced with new vehicle functionality toinclude at least partial negation of the vehicle functionality of thepassage zone 121 when a function tag 100 of either outer row 126/128 isidentified.

Example 8: Auto Fence Speed Settings, Non-zero

TABLE 8 Vehicle functionality for Example 8 Tag Speed Setting Firstouter row 126 No speed setting First inner row 125 Speed =894 mm/sec (2mph) Second inner row 127 Speed = 894 mm/sec (2 mph) Second outer row128 No speed setting

In this non-limiting example, when the industrial vehicle 10 identifiesthe first outer row 126, the vehicle controller does not intervene inthe control of the industrial vehicle 10. When the industrial vehicle 10identifies the first inner row 125, if the industrial vehicle 10 istraveling at a speed greater than 894 mm/sec (2 mph), the vehiclecontroller will control the vehicle drive mechanism 25 (FIG. 1A) and/orbrakes to decelerate the truck to 894 mm/sec (2 mph) and maintain thatspeed setting or slower until a subsequent identified tag changes thespeed setting. Further, the display device 37 (FIG. 1A) will display“Speed Zone” and generate an audible tone to indicate that vehiclefunctionality in the form of a speed setting is implemented at thecurrent location of the industrial vehicle 10. If the industrial vehicle10 is operated below 894 mm/sec (2 mph) then the vehicle controller doesnot intervene in the speed of the industrial vehicle 10. When the secondinner row 127 is identified, the vehicle functionality is unchanged andthe vehicle controller continues to intervene as necessary in accordancewith TABLE 8. When the second outer row 128 is identified, the vehiclecontroller will no longer intervene with an 894 mm/sec (2 mph) speedsetting and the display device 37 will no longer indicate a “SpeedZone.”

Example 9: Auto Fence Speed Setting, Zero

TABLE 9 Vehicle functionality for Example 9 Tag Speed Setting OverrideSetting First outer row 126 No speed setting No override setting Firstinner row 125 Speed = 0 mm/sec (0 mph) Override setting: Speed = 670mm/sec (1.5 mph) Second inner row 127 Speed = 0 mm/sec (0 mph) Overridesetting: Speed = 670 mm/sec (1.5 mph) Second outer row 128 No speedsetting No override setting

In this non-limiting example, when the industrial vehicle 10 identifiesthe first outer row 126, the vehicle controller does not intervene inthe control of the industrial vehicle 10. When the industrial vehicle 10identifies the first inner row 125, the vehicle controller will controlthe vehicle drive mechanism 25 (FIG. 1A) and/or brakes to decelerate thetruck to a stop. Further, the display device 37 (FIG. 1A) will display“Speed Zone” and generate an audible tone to indicate that vehiclefunctionality in the form of a speed setting is implemented at thecurrent location of the industrial vehicle 10 if a user is in control ofthe industrial vehicle 10. If the user would like to have the industrialvehicle 10 move, the user must execute an override sequence. Forexample, and not by way of limitation, the override sequence consists oftransitioning the vehicle speed control device 24 (FIG. 1A) to neutraland the display device 37 will indicate “Cutout, Use Override.” The userwill then press and hold the override mechanism 26 (FIG. 1A). Thedisplay device 37 will display “Speed Zone” and the vehicle controllerwill intervene in any speeds above 670 mm/sec (1.5 mph). The user maytransition or actuate the vehicle speed control device 24 to indicatethe desire for motion and the industrial vehicle will move with amaximum speed of 670 mm/sec (1.5 mph). Once the second outer row 128 isidentified, the need for the override sequence is eliminated and theuser may release the override mechanism 26. The display device 37 willno longer indicate “Speed Zone” and the industrial vehicle 10 willoperate normally.

If the user fails to transition the vehicle speed control device 24 toneutral after the industrial vehicle 10 comes to a stop and the displaydevice 37 indicates “Speed Zone,” the display device 37 will indicateinstructions to the user. For example, and not by way of limitation, thedisplay device 37 may indicate “Center Hand Controls.” Once the vehiclespeed control device 24 is transitioned to neutral, the overridesequence may be initiated. If, during the override sequence, the userreleases the override mechanism 26 while the industrial vehicle 10 ismoving, the display device 37 may indicate instructions to the user. Forexample, and not by way of limitation, the display device 37 mayindicate “Cutout, Use Override.” The industrial vehicle 10 will coastuntil the override mechanism 26 is pressed again.

Example 10: Height Dependent Speed Settings

TABLE 10 Vehicle functionality for Example 10 Tag Speed Setting HardwareSetting Override Setting Height Dependent Speed Setting Overhead HeightSetting First outer row 126 No speed setting No hardware setting NoOverhead setting No override setting First inner row 125 No speedsetting -Height = 1524 mm (60 inches) -Speed = 894 mm/sec (2 mph) NoOverhead setting No override setting Second inner row 127 No speedsetting -Height = 1524 mm (60 inches) -Speed = 894 mm/sec (2 mph) NoOverhead setting No override setting Second outer row 128 No speedsetting No hardware setting No Overhead setting No override setting

In this non-limiting example, when the industrial vehicle 10 identifiesthe first outer row 126, the vehicle controller does not intervene inthe control of the industrial vehicle 10. When the industrial vehicle 10identifies the first inner row 125, the vehicle controller will sense(through sensors, data in memory, or the like) the height of the storageand retrieval hardware 20. The height setting in this example is definedas the height of the forks or the load implement of the storage andretrieval hardware. If the height of the storage and retrieval hardwareexceeds the height setting of 1524 mm (60 inches), the vehiclecontroller will control the vehicle drive mechanism 25 (FIG. 1A) toreduce the speed of the industrial truck to 894 mm/sec (2 mph). The usermay operate the industrial vehicle 10 at or below 894 mm/sec (2 mph)while the height of the storage and retrieval hardware is at or above1524 mm (60 inches) before the second outer row 128 is identified. Ifthe user lowers the storage and retrieval hardware below 1524 mm (60inches), then the vehicle controller will not intervene in the speed ofthe industrial vehicle 10 before the second outer row 128 is identified.If, after the first inner row 125 or the second inner row 127 isidentified, the user subsequently raises the storage and retrievalhardware above 1524 mm (60 inches), then the vehicle controller willintervene in the speed of the industrial vehicle 10 and decelerate theindustrial vehicle 10 to 894 mm/sec (2 mph). Further, the display device37 (FIG. 1A) will display “Speed Zone” and generate an audible tone toindicate that vehicle functionality in the form of a speed setting isimplemented at the current location of the industrial vehicle 10. Thedisplay of “Speed Zone” and generation of an audible tone will occurwhenever the vehicle controller intervenes on the speed of theindustrial vehicle 10 due to the height of the storage and retrievalhardware. In this example, although not used, it is contemplated that anoverride sequence may be implemented to allow speeds of the industrialvehicle 10 above 894 mm/sec (2 mph) when the height of the storage andretrieval hardware is above 1524 mm (60 inches). Once the second outerrow 128 is identified, the display device 37 will no longer indicate“Speed Zone” and the industrial vehicle 10 will operate normally.

Example 11: Height Dependent Speed Settings With Overhead Height Setting

TABLE 11 Vehicle functionality for Example 11 Tag Speed Setting HardwareSetting Override Setting Height Dependent Speed Setting Overhead HeightSetting First outer row 126 No speed setting No hardware settingOverhead setting = YES No override setting First inner row 125 No speedsetting -Height = 2540 mm (100 inches) -Speed = 1341 mm/sec (3 mph)Overhead setting = YES No override setting Second inner row 127 No speedsetting -Height = 2540 mm (100 inches) -Speed = 1341 mm/sec (3 mph)Overhead setting = YES No override setting Second outer row 128 No speedsetting No hardware setting Overhead setting = YES No override setting

In this non-limiting example, when the industrial vehicle 10 identifiesthe first outer row 126, the vehicle controller does not intervene inthe control of the industrial vehicle 10. If the overall height (i.e.,topmost vertical point of the industrial vehicle 10 above the vehicletravel plane p (FIG. 1A)) of the storage and retrieval hardware exceedsthe height setting of 2540 mm (100 inches), the vehicle controller willcontrol the vehicle drive mechanism 25 (FIG. 1A) and/or brakes to theindustrial truck to a stop in accordance with the speed settings. Thiswill allow an industrial vehicle 10 to avoid the overhead obstruction bycoming to a stop. It is contemplated that an override sequence may beimplemented to allow the industrial vehicle 10 to move when the overallheight of the storage and retrieval hardware is above 2540 mm (100inches) to allow a user to negotiate the overhead obstruction. Further,whenever the vehicle controller intervenes on the speed of theindustrial vehicle 10 due to the height of the storage and retrievalhardware, the display device 37 (FIG. 1A) will display “Speed Zone” andgenerate an audible tone to indicate that vehicle functionality in theform of a speed setting is implemented at the current location of theindustrial vehicle 10. As with previous examples, once the second outerrow 128 is identified, the display device 37 will no longer indicate“Speed Zone” and the industrial vehicle 10 will operate normally.

Example 12: Height Setting

TABLE 12 Vehicle functionality for Example 12 Tag Height SettingOverhead Height Setting Override Setting First outer row 126 No heightsetting No Overhead setting No override setting First inner row 125Height = 2540 mm (100 inches) No Overhead setting Override setting:Speed = 670 mm/sec (1.5 mph) Second inner row 127 Height = 2540 mm (100inches) No Overhead setting Override setting: Speed = 670 mm/sec (1.5mph) Second outer row 128 No height setting No Overhead setting Nooverride setting

In this non-limiting example, when the industrial vehicle 10 identifiesthe first outer row 126, the vehicle controller does not intervene inthe user’s control of the industrial vehicle 10. When the industrialvehicle 10 identifies the first inner row 125, the vehicle controllerwill control the vehicle drive mechanism 25 (FIG. 1A) and/or brakes todecelerate the truck to a stop if the height of the storage andretrieval hardware is above 2540 mm (100 inches). Further, the displaydevice 37 (FIG. 1A) will display “Height Zone” and generate an audibletone to indicate that vehicle functionality in the form of a heightsetting is implemented at the current location of the industrial vehicle10 if a user is in control of the industrial vehicle 10. If the userwould like to have the industrial vehicle 10 move, the user may eitherexecute an override sequence or lower the storage and retrieval hardwarebelow 2540 mm (100 inches) to continue normal operation. Once the secondouter row 128 is identified, the need for the override sequence iseliminated. The display device 37 will no longer indicate “Height Zone”and the industrial vehicle 10 will operate normally.

Referring to FIG. 10 , it is contemplated that, where a tag layout 50′comprises a plurality of tags 130 sequenced along an aisle path 70, thesequence of those tags 130 are in accordance with a sequence list thatis accessible to the reader module 35. Noting that a sequenced tag 130may not be functioning properly, i.e., due to physical damage, normalwear and tear, low battery power, installation error, or an error in thesequence list, the reader module 35 compares a succession of identifiedsequenced tags 130 with at least a portion of the accessible sequencelist to determine if the succession of sequenced tags 130 is in sequencealong the aisle path 70. The reader module 35 then generates a missingtag signal for a malfunctioning tag of the plurality of sequenced tags130 when the comparison indicates a sequence irregularity. It iscontemplated that each aisle path 70 may correspond to a sequence listspecific to the individual tags positioned along that aisle path 70.Each sequenced tag 130 corresponds to a unique identification code. Thesequence list corresponds to one or more memory locations 200 that arestored in a known order corresponding to the succession of the pluralityof sequenced tags 130 along the aisle path 70. Alternatively, it iscontemplated that a sequence list is specific to the entire tag layout50 (FIGS. 2 and 3 ). In one embodiment, the unique identification codescorresponding to the portion of the sequence list are loaded into cachememory 209 (FIG. 4 ).

Where a missing tag signal is generated, it is contemplated that thereader module 35 may correlate vehicle functionality with thecorresponding malfunctioning sequenced tag to enable the vehiclecontroller 40 to control operational functions of the industrial vehiclehardware in response to the correlation of vehicle functionality withthe malfunctioning sequenced tag. In this manner, the industrial truck10 can recognize that a sequenced tag 130 is malfunctioning and still beable to apply the appropriate vehicle functionality from the readermemory 205 for that malfunctioning sequenced tag. In other words, amalfunctioning sequenced tag will not hinder the operation of theindustrial truck 10 because the appropriate vehicle functionalityassociated with each sequenced tag 130 are stored in the reader memory,or elsewhere, and are not derived from the individual tag. Therefore, itis contemplated that the vehicle controller 40 controls operationalfunctions of the industrial vehicle hardware in response to (i) thecorrelation of vehicle functionality with the malfunctioning sequencedtag when a missing tag signal is generated, (ii) the correlation ofvehicle functionality with an identified tag in the tag layout (50 shownin FIGS. 2 and 3 , and 50′ shown in FIG. 10 ), tag-dependent positionaldata, or both, (iii) user input at the user interface of the industrialvehicle 10, or (ii) combinations thereof

More specifically, referring to FIG. 10 , the individual tags of the taglayout 50′ comprise a plurality of tag pairs 135. Each tag pair of theplurality of tag pairs 135 comprises a primary tag 137 and a secondarytag 139 that are sequenced in the tag layout 50′ in accordance with thesequence list that is accessible to the reader module 35. The readermodule 35 compares the succession of an identified primary tag 137 andan identified secondary tag 139 with at least a portion of theaccessible sequence list to determine if the succession of the of tagpair 135 is in sequence in accordance with the sequence list. The readermodule 35 generates a missing tag signal for a primary tag 137 that ismalfunctioning or a secondary tag 139 that is malfunctioning when thecomparison of the succession of the identified primary tag 137 and theidentified secondary tag 139 with the sequence list indicates a sequenceirregularity in the tag pair 135.

The reader module 35 may correlate vehicle functionality, tag-dependentpositional data, or both, with an identified individual tag of the tagpair 135. For example, and not by way of limitation, the reader module35 may make the correlation with the secondary tag of the tag pair 135.In which case, when both tags in the tag pair 135 are identified, theprimary tag will be ignored for the purposes of correlating vehiclefunctionality, tag-dependent positional data, or combinations thereofwith the identified tag pair 135. It should be understood that theprimary tag 137 and the secondary tag 139 may be positioned in any orderin relation to each other along the aisle path 70 and the term “primary”means that that individual tag of the tag pair 135 is identified firstand “secondary” means that that individual tag is identified second. Asdiscussed hereinabove, it is contemplated that an individual tag in thetag layout may be correlated with different vehicle functionality,tag-dependent positional data, or both depending on travel direction ofthe industrial vehicle. For example, and not by limitation, the“primary” tag may be the “secondary” tag depending on the traveldirection of the industrial vehicle 10.

Although FIG. 10 illustrates particular examples of tag pairs, it iscontemplated that a variety of tags of a particular tag layout can bedesignated as respective individual tags of a tag pair 135. For example,and not by way of limitation, in the tag layout of FIG. 10 , comprises asuccession of individual tags 130 that are spaced uniformly to define atag spacing s′. This succession of individual tags 130 may beinterrupted by one or more tag pairs 135 comprising a primary tag 137and a secondary tag 139. The primary tag 137 and the secondary tag 139of each tag pair define a tag spacing s″, where the spacing s′ isgreater than the tag spacing s″. In this manner, the tag pairs 135 canbe readily distinguished from the remaining tags because a majority ofthe individual tags of the tag layout 50′ define the tag spacing s′,which is greater than the tag spacing s″ between the primary tag 137 andthe secondary tag 139 of each tag pair 135. Stated differently, the tagpairs 135 are comprised of individual tags that are relatively close toeach other. In one embodiment, it is contemplated that the tag spacings″ of each tag pair 135 may be set to fall between approximately 2inches (50 mm) and approximately 12 inches (305 mm). In more particularembodiments, it may be preferable to ensure that the tag spacing s″ issmaller, e.g., between approximately 9 inches (229 mm) and approximately11 inches (280 mm). For example, and not by way of limitation, it iscontemplated that a tag spacing s″ of about 10 inches (254 mm) wouldpermit reliable identification of malfunctioning tags under manyexpected operating parameters.

It should be understood that, although a single aisle path 70 isdescribed, the tag layout 50′ may comprise multiple aisle paths 70, asshown, for example, in FIG. 2 . It should also be understood that any ofa variety of tags in a particular tag layout may be replaced by a tagpair 135 having a primary tag and a secondary tag, each occupying thesame position and having the same functionality as the respectiveindividual tags replaced by the tag pair 135. For example, and not bylimitation, select ones of the plurality of tag pairs 135 may comprise apair of aisle entry tags 75, a pair of aisle extension tags 110, a pairof aisle group tags 55, a pair of zone tags 60, a pair of restrictedperipheral tags 105, or a pair of unrestricted peripheral tags 100, orcombinations thereof; the respective positioning and functionality ofwhich is described in detail above.

Referring to FIG. 11 , it is contemplated that when a malfunctioning tagin the tag pair 135 is identified, either by a sequence irregularity ornot identifying an individual tag after a specified travel distance hasbeen met (described hereinbelow), the reader module 35 (FIG. 4 )advances or retards the reader memory 205 one memory location 200 fromthe memory location 200 corresponding to the primary tag 137 to thememory location 200 corresponding to the secondary tag 139 whencomparison of the succession of the primary tag 137 and the secondarytag 139 with the sequence list indicates a sequence irregularity in theplurality of tag pairs 135 or when an error distance measurementthreshold is exceeded by the tag distance measurement L′ (FIG. 12 ). Inone embodiment, the error distance measurement threshold may correspondto a position of the secondary tag 139 along the aisle path 70. Theadvancement or retardation from the memory location 200 corresponding tothe primary tag 137 is dependent on a travel direction of the industrialvehicle 10 (FIG. 1A) along the aisle path 70 (FIG. 2B). The readermodule 35 will correlate vehicle functionality with a current locationof the industrial vehicle 10 and the vehicle controller 40 (FIG. 1B)will control the operational functions of the industrial vehiclehardware in response to the correlation of vehicle functionality withthe current location of the industrial vehicle 10. It should beunderstood that the ability to predict a next tag by either advancing orretarding the memory locations 200 of the reader memory 205 may beapplied to any set of sequence tags (i.e., the unique set of zone tags65, FIG. 2B) and is not limited to tag pairs 135.

Referring to FIG. 12 , the industrial truck 10 measures a traveldistance from an identified primary tag 137. It should be understoodthat the travel distance is measured in both directions along an aislepath 70. As used throughout, the terms “forward”/“reverse” and“positive” /”negative” may be used interchangeably and are indicators oftravel direction which are opposite directions to each other. The tagdistance measurement L′ is a travel distance measurement from anidentified primary tag 137 towards the secondary tag 139. Referring nowto FIG. 11 in addition to FIG. 12 , in one embodiment, the reader module35 (FIG. 1B) may not generate a missing tag signal when the traveldistance measurement exceeds a tag threshold. Specifically, if theindustrial vehicle 10 reverses direction after identifying the primarytag 137, the reader module may not generate a missing tag signal if apre-tag distance threshold L″ is exceeded by the tag distancemeasurement. The reader module 35 will check to make sure that thevehicle functionality and/or the tag-dependent positional data iscorrect in the cache memory 209 (FIG. 4 ). If the cache memory 209 iscorrect, the reader module 35 will wait until a primary tag 137 isidentified. If the cache memory 209 is not correct, a missing tag signalis generated and a fault condition occurs as described hereinafter. Thereader module also will not generate a missing tag signal if a post-tagdistance threshold L‴ is exceeded by the tag distance measurement. Inthis example, the post-distance threshold L‴ is measured from anidentified secondary tag 139.

Referring to FIG. 6 , the sequence list is a known order of one or morememory locations 200 corresponding to the succession of the plurality ofsequenced tags 130 (FIG. 10 ) along the aisle path 70. In oneembodiment, the industrial vehicle 10 (FIG. 1A) derives its traveldirection along respective aisle paths 70 from the sequence ofidentified sequenced tags 130 and generates a travel direction signalindicative of the direction of travel of the industrial vehicle 10 alongrespective aisle paths 70. The individual tags of the tag layout 50 mayhave their tag position coordinates listed in the tag position data inreader memory 205. For example, and not by limitation, the tag positioncoordinates may be Cartesian coordinates with an origin positionedwithin the building 95 (FIG. 2 ). The industrial truck uses the tagposition data to locate itself and derive its direction of travel basedon whether the succession of identified tag position coordinates isincreasing, decreasing, or combinations thereof. In other words, thesequence of identified sequenced tags 130 and their corresponding tagposition data may be used to derive a travel direction of the industrialtruck 10. It should also be understood that tag position data in readermemory 205 is not the same as tag-dependent positional data derived fromidentified tags. In one embodiment, the industrial vehicle 10 may deriveits position from tag position data correlated with an identifiedindividual tag of the tag layout 50.

Referring to FIG. 13 , it is contemplated that a fault state in the taglayout 50 (FIGS. 2 and 3 ) is indicated when a missing tag signal isgenerated. When the missing tag signal is generated, the vehiclecontroller 40 (FIG. 1B) may reduce a traveling speed of the vehicledrive mechanism 25 (FIG. 1A) to zero. In other words, it is contemplatedthat when a missing tag signal is generated, the vehicle controller 40will bring the industrial vehicle 10 to a stop. The vehicle controller40 may transition the vehicle drive mechanism 25 to neutral afterbringing the industrial vehicle 10 to a stop. To clear the fault state,it may require a user, using the user interface, to transition thevehicle drive mechanism 25 from neutral. For example, and not bylimitation, the user of the industrial vehicle 10 may need to manuallycontrol the industrial vehicle 10. In one embodiment, the user willmanually control the industrial vehicle 10 until an individual tag ofthe tag layout 50 is identified.

Referring now to FIGS. 3 and 11 the vehicle controller 40 may sendmalfunction information to the remote computer 250 when a missing tagsignal is generated. The malfunction information may comprise tagposition data corresponding to a location of the malfunctioning sequencetag 130 in the tag layout 50. In one embodiment, the remote computer 250indicates that a sequenced tag 130 is malfunctioning and provides thetag position data on a map indicative of the position of the sequencedtag 130 that is malfunctioning in the tag layout 50. In anotherembodiment, the vehicle controller 40 sends malfunction information tothe display device 37 when a missing tag signal is generated. In oneembodiment, the remote computer 250 generates an email to a servicetechnician with a notification of the malfunctioning sequenced tag inthe tag layout.

It is noted that recitations herein of “at least one” component,element, etc., or “one or more” component, element, etc., should not beused to create an inference that the alternative use of the articles “a”or “an” should be limited to a single component, element, etc.

It is noted that recitations herein of a component of the presentdisclosure being configured in a particular way or to embody aparticular property, or function in a particular manner, are structuralrecitations, as opposed to recitations of intended use. Morespecifically, the references herein to the manner in which a componentis “configured” denotes an existing physical condition of the componentand, as such, is to be taken as a definite recitation of the structuralcharacteristics of the component.

For the purposes of describing and defining the present invention it isnoted that the terms “substantially,” “about,” and “approximately” areutilized herein to represent the inherent degree of uncertainty that maybe attributed to any quantitative comparison, value, measurement, orother representation. The terms “substantially,” “about,” and“approximately” are also utilized herein to represent the degree bywhich a quantitative representation may vary from a stated referencewithout resulting in a change in the basic function of the subjectmatter at issue. For example, the distance between the tag reader andthe travel plane may vary depending on the industrial vehicle design andthe amount of power used by the tag reader to interrogate the individualtags.

It is noted that terms like “preferably,” “commonly,” and “typically,”when utilized herein, are not utilized to limit the scope of the claimedinvention or to imply that certain features are critical, essential, oreven important to the structure or function of the claimed invention.Rather, these terms are merely intended to identify particular aspectsof an embodiment of the present disclosure or to emphasize alternativeor additional features that may or may not be utilized in a particularembodiment of the present disclosure.

Having described the subject matter of the present disclosure in detailand by reference to specific embodiments thereof, it is noted that thevarious details disclosed herein should not be taken to imply that thesedetails relate to elements that are essential components of the variousembodiments described herein, even in cases where a particular elementis illustrated in each of the drawings that accompany the presentdescription. Further, it will be apparent that modifications andvariations are possible without departing from the scope of the presentdisclosure, including, but not limited to, embodiments defined in theappended claims. More specifically, although some aspects of the presentdisclosure are identified herein as preferred or particularlyadvantageous, it is contemplated that the present disclosure is notnecessarily limited to these aspects.

It is noted that one or more of the following claims utilize the terms“wherein” or “by” as a transitional phrase. For the purposes of definingthe present invention, it is noted that these terms are introduced inthe claims as open-ended transitional phrases to be interpreted in likemanner as the more commonly used open-ended transitional term“comprising.”

What is claimed is:
 1. A system for generating a travel direction signalindicative of a direction of travel of an industrial vehicle, the systemcomprising a tag layout and an industrial vehicle, wherein: theindustrial vehicle comprises storage and retrieval hardware, a tagreader, a reader module, and a vehicle controller; the storage andretrieval hardware is configured to store and retrieve items fromselected storage elements positioned along an aisle path; the tag layoutcomprises a plurality of individual tags that are sequenced along theaisle path in accordance with a sequence list that is accessible to thereader module; the tag reader and the reader module cooperate toidentify the individual tags of the tag layout; the tag reader and thereader module further cooperate to generate a travel direction signal byidentifying a succession of tags that are sequenced along the aislepath; the reader module (i) compares a succession of identifiedsequenced tags with at least a portion of the accessible sequence list,(ii) derives a travel direction of the industrial vehicle alongrespective aisle paths from the succession of identified sequenced tags,and (iii) generates a travel direction signal indicative of theindustrial vehicle along respective aisle paths; and the vehiclecontroller controls operational functions of the storage and retrievalhardware partially as a function of the travel direction signal.
 2. Thesystem as claimed in claim 1 wherein: the system further comprises aremote computer; the remote computer comprises computer memory storingload location data and is communicatively coupled to the vehiclecontroller; the vehicle controller controls operational functions of thestorage and retrieval hardware partially in response to vehiclefunctionality that is correlated with load location data stored in thecomputer memory of the remote computer.
 3. The system as claimed inclaim 2 wherein the remote computer comprises a warehouse managementsystem.
 4. The system as claimed in claim 3 wherein: the system furthercomprises a warehouse; and the remote computer, the tag layout, and theindustrial vehicle are located in the warehouse.
 5. The system asclaimed in claim 1 wherein the reader module reads memory locationscorresponding to unique identification codes corresponding to individualtags sequenced along the aisle path in order of their identificationcodes or in reverse order of their identification codes, depending uponthe travel direction signal.
 6. The system as claimed in claim 1wherein: the reader module comprises a reader memory; the reader modulereads memory locations in the reader memory in an order that dependsupon the travel direction signal.
 7. The system as claimed in claim 1wherein: the tag layout comprises at least one succession of individualtags spaced uniformly to define a tag spacing s′; the succession ofindividual tags is interrupted by at least one tag pair comprising aprimary tag and a secondary tag; the primary tag and the secondary tagof each tag pair define a tag spacing s″; and the tag spacing s′ isgreater than the tag spacing s″.
 8. A system for generating a traveldirection signal indicative of a direction of travel of an industrialvehicle, the system comprising a tag layout and an industrial vehicle,wherein: the industrial vehicle comprises storage and retrievalhardware, a tag reader, a reader module, and a vehicle controller; thestorage and retrieval hardware is configured to store and retrieve itemsfrom selected storage elements positioned along an aisle path; the tagreader and the reader module cooperate to identify individual tags alongthe aisle path; the tag reader comprises two read antennas positioned onopposite sides of a longitudinal travel axis of the industrial vehicle;the read antennas define respective read ranges and generate respectivetag read signals when tags enter the respective read ranges of the readantennas; the tag layout comprises individual tags along only one sideof the aisle path such that one of the read antennas will be positionedover the individual tags of the tag layout regardless of the directionof travel of the industrial vehicle; the tag reader and the readermodule further cooperate to generate a travel direction signal when theindividual tags are identified primarily with reference to tag readsignals from only one of the two read antennas; the vehicle controllercontrols vehicle functionality partially as a function of the traveldirection signal.
 9. The system as claimed in claim 8 wherein: thesystem further comprises a remote computer; the remote computercomprises computer memory storing load location data and iscommunicatively coupled to the vehicle controller; the vehiclecontroller controls operational functions of the storage and retrievalhardware partially in response to vehicle functionality that iscorrelated with load location data stored in the computer memory of theremote computer.
 10. The system as claimed in claim 9 wherein the remotecomputer comprises a warehouse management system.
 11. The system asclaimed in claim 10 wherein: the system further comprises a warehouse;and the remote computer, the tag layout, and the industrial vehicle arelocated in the warehouse.
 12. The system as claimed in claim 8 whereinthe reader module reads memory locations corresponding to uniqueidentification codes corresponding to individual tags along the aislepath in either order of their identification codes or reverse order oftheir identification codes, depending upon the travel direction signal.13. The system as claimed in claim 8 wherein: the system comprises aplurality of aisle paths; the individual tags of the tag layout arepositioned along the same side in respective ones of the plurality ofaisle paths, or along different sides in respective ones of theplurality of aisle paths.
 14. The system as claimed in claim 8 wherein:the reader module comprises a reader memory; the reader module readsmemory locations in the reader memory in an order that depends upon thetravel direction signal.
 15. The system as claimed in claim 8 whereinthe vehicle functionality comprises operational functions of the storageand retrieval hardware.